COMMUNICATION AND TRANSPORTATION BULGARIA

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79-01144A000100010010-9
• Release Decision: RIFPUB
• Original Classification: C
• Document Page Count: 69
• Document Creation Date: December 9, 2016
• Document Release Date: July 31, 1998
• Sequence Number: 10
• Publication Date: October 1, 1943
• Content Type: IS

oillpilvefiffr"mb
Chapter VII
COMMUNICATIONS AND
TRANSPORTATION
BULGARIA
(JANIS No. 38)
OCTOBER 1943
HANGE tN 01,AS&
LASSIFIE,D
LAO. CHANGO TO: TO S
NEXT RSAEW DATE:
Approved For For Release 2000/08/29 : CIA-RDP79-01
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Table of Contents
PAGES
70. GENERAL DESCRIPTION VII - 1
A. Communications VII - 1
B. Transportation VII - 1
71. RADIO AND SPECIAL WIRELESS SERVICES VII - 1 to VII - 4
A. The radio system VII - 2 .
B. Point-to-point communication VI - 2
C. Communication with aircraft VII - 2
D. Communication with ships VII - 4
E. List of stations VII - 4
72. TELEGRAPH VII - 4 to VII - 5
A. Pattern of the network VII - 4
B. Ownership and operation VII -4
C. Stations VII - 5
D. Route equipment VII - 5
E. Vulnerable features VII - 5
73. TELEPHONES VII - 5 to VII - 6
A. Pattern of the network VII - 5
B. Centrals VII - 5
C. Route equipment VII - 6
D. Vulnerable features .... VII - 6
74. SUBMARINE CABLE ...... VII - 6
75. POSTAL SERVICE VII - 6
A. Extent of development of service VII - 6
B. Type of service offered ... VII - 6
C. Reliability of system VII - 6
76. RAILROADS VII - 6 to VII - 40
A. Pattern of the system VII - 6
B. Administration . . VII - 7
C. Track and right-of-way VII - 8
D. Equipment VII - 16
E. Shops, terminals and yards ..... . . VII - 18
F. Traffic . VII - 18
G. Capacity VII - 20
FI. Vulnerable points VII - 21
I. Lines under construction VII - 21
J. Projected lines VII - 21
77. ROADS VII - 40 to VII - 60
A. General characteristics
? VII - 40
B. Natural conditions along roads
? VII - 40
C. Administration VII - 46
D. Standards of construction and quality VII - 46
E. Maintenance VII - 48
F. Traffic density and use of roads . VII - 48
G. Vehicles VII - 48
VII- 49
H. Description of main roads
78. INLAND WATER TRANSPORT VII - 60 to VII - 61
A. The Danube River VII - 60
B. Administration ... VII - 61
79. MERCHANT SHIPPING VII - 61 to VII - 62
A. Available tonnage VII - 61
B. Immobilized tonnage VII - 61
6, Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Chapter VII
Page VII-
COMMUNICATIONS AND TRANSPORTATION
70. General Description
Communication and transportation facilities iri Bulgaria
are relatively sparse and poor in comparison with western
Europe and the United States. Neither the road nor rail net
is built for heavy loads. Nevertheless, a network of rail,
improved road, telephone and telegraph lines connects the
major centers (Figures VII - 1 to 4; Plans VII - 1 and 2). Few
inhabited places, fOr example, are more than 20 miles from
a railroad and practically every commune has a telephone
exchange. But radio stations and receiving sets are particu-
larly scarce.
Bulgaria is strategically situated on the principal routes
from western Europe to Turkey and the Aegean. The main
route (followed by the Orient Express) enters northwestern
Bulgaria, passes through Sofiya* and Plovdiv and on to
Turkey in the southeast. This is the main rail and road con-
nection as well as the main telephone and telegraph route,
although since 1941, the main trunk wire service has been
routed north from Plovdiv to Ruse and Bucurqti and on to
Germany via Rumania because of guerilla activities in Yugo-
slavia. Outside the international route just described, there
are only a few other connections to foreign countries. The
Danube, the only navigable waterway, forms a barrier to rail
connections on the north and is crossed by no bridge and only
one car ferry at Ruse.
A. Communications.
The radio, telephone and telegraph facilities of Bulgaria are
poorly developed according to Western European or American
standards. The only known broadcasting stations are at
Sofiya, Varna, and Stara-Zagora. Radio-telegraphic stations
have been installed at several airfields and coastal points.
Although telephones are few, the lines are widespread. The
telegraph system is less extensive than that of the telephone.
Lines are almost wholly aerial and generally follow roads
and railroads. All facilities are governmentally operated. The
chief vulnerable points are the few repeater stations, the
trunk high-frequency lines, and the main exchanges.
B. Transportation.
Sofiya is the principal focus of transport routes. From
it all parts of the country can be reached more readily than
from any other point. Improved rail and road routes connect
Sofiya with Burgaz and Varna on the Black Sea and connect
Sofiya with the Aegean on the south via the Struma Valley.
The rail connection on the latter route is partly narrow gauge
but a standard-gauge line is under construction.
*See Appendix I for spellings of all features. The following spellings of
features as used in this Chapter differ slightly from those on G.S.,G.S.
maps, Series 4072 and 4088: Bebrezh, Bozhurishte, Canara (Kana-Gol),
Carasuum, Cherni Iskr, Chiporovtsi, Devna, Dobrich (Bazargic), Dobri-
nishta, Dubovo, Ellidere, Emine (town), Ghiaur Suiuciuc (Chiaur Suiuciuc),
Gorna Dzhumaya, Gorna Orekhovitsa (Gln.-Orekhovitsa), Gulubovo
(Gara-Glebovo), Kazanlk, Kharmanli, Koprivshtitsa, Kuri Burnu, Lad-
zhene (Lzhene), Musala, Panagyurishte, Paphia (Mt.), Peinirdzhik, Perush-
titsa, Peshtera, Piraievs, Pirdop (Pirdol), Polikraishte, Rakovets, Resen
(Pesen), Sofiya, Sredets, Stizharov, Surnena Gora (Srneha Gora), Svishtov,
Syuyutliika, and Trgovishte.
Rough and mountainous terrain in many parts of the
country handicaps transportation. Sharp curves and grades
are common on the railroads and roads. Tunnels and bridges
also make the railroads particularly vulnerable. The relative
poverty of the country has prevented costly improvements and
has accentuated the handicap of rough terrain.
All Bulgarian railroads are steam operated, practically all
are single track and 90 per cent are standard gauge. The lines
are owned and operated by the government under surveillance
of German liaison officers.
The railroads are neither well built nor well maintained.
Roadbeds are weak and rails are light. On a few routes the
maximum permissible axle load is 17 metric tons, but on most
standard-gauge lines it is only 14 tons. Equipment is poor as
well as scarce. Freight cars, for example, are not equipped
with air brakes.
Consequently the capacity of the railroads is low. Most
lines cannot handle more than 12 trains daily in each direc-
tion. Net load's of military trains exceed 300 metric tons (330
short tons) on a few routes; they are lower, however, on all
others.
The network of improved roads is sparse, although fairly
good roads connect all major cities (Plan VII - 2). The main
road is the international route from Yugoslavia to Turkey,
described earlier. Other main routes connect Sofiya with
Burgaz on the Black Sea, and with Greece and the Aegean
via the Struma Valley. There are other connections, including
a number of roads to the Yugoslav frontier.
Most major roads such as those described above are water-
bound macadam. Almost all of them are two-way with
occasional narrow sections in the mountains. However, local
roads are generally narrow and have an unimproved dirt
surface. Sharp curves and steep grades are the rule on moun-
tain roads. The main weaknesses of the road system are the
absence of good alternate routes and the limited capacities
of the bridges.
Inland waterway transport is confined to the Danube which
forms the northern border of the country. Its minimum depth
of eight feet is enough to accommodate fairly large river
steamers and barges of 2-3,000 metric tons capacity. Bulgaria's
share in the traffic is less than her neighbors'.
Bulgaria's merchant fleet consists of only four vessels of
over 1,000 gross registered tons, the newest of which was
built in 1914. Its use has been restricted principally to coasting
trade in the Black Sea.
71. Radio and Special Wireless Services
Information on the development of radio facilities in
Bulgaria since 1940 is fragmentary and largely confined to
aerial reconnaissance reports. Probably most of the facilities,
concerning which information was -available in peacetime
(see Figure VII - 1), have been abandoned, altered, or used
for new functions. Nearly all facilities seem to be under Ger-
man control, and it is likely that in many places the Germans
have installed their own equipment.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII -2 COMMUNICATIONS AND TRANSPORTATION
A. The radio system.
(I) Broadcasting stations. The principal station in Bul-
garia is Radio Sofiya, with a 100-kilowatt transmitter at
Vakarel, 25 miles southeast of Sofiya. A short-wave station
at Sofiya and medium-wave stations at Varna and Stara-
Zagora relay the programs of Radio Sofiya. The medium-
wave stations also broadcast independently.
German reports state that five new medium-wave stations
(probably for relaying) and a 50-kilowatt short-wave trans-
mitter are being erected in Bulgaria.
(2) Administration. Broadcasting is a state monopoly.
Technical operations are managed by the Office of Radio
Service, under the Administration of Posts, Telegraphs, and
Telephones in the Ministry of Railways and Communications,
while the supervision of programs is in the hands of a Director
of Propaganda, who appears to be subordinate to the Min-
ister of Interior.
Bulgarian radio facilities are now available to the Axis,
although the Bulgarian Government still uses more than half
of the operating time. The Germans use the Bulgarian trans-
mitters for broadcasts in Greek, Serbian, Turkish, and occa-
sionally English.
(3) Reception of broadcasts. Radio is not an important
means of influencing Bulgarian opinions, because receiving
sets are scarce. In 1940 there were 79,314 registered sets in the
country and an estimated 8-10,000 unregistered sets, or
roughly one set to every 71 persons. One third of the regis-
tered sets were in Sofiya, another third in 16 other principal
towns.
The Bulgarian Government has tried, with German en-
couragement, to increase the number of listeners. Loudspeakers
are being installed in the central squares of some of the towns,
particularly in the newly acquired territories, and sets have
been imported for use in the schools. A March 1942 estimate
of 156,000 private receiving sets, while probably including
sets in the recovered provinces which did not appear in the
earlier figures, suggests that a considerable number of sets
have been imported in the last few years.
Most of the sets sold before the war could receive short-
wave broadcasts. Since October 1941 all enemy aliens have
been deprived of equipment enabling them to listen to foreign
broadcasts, and regulations forbid listening to any but official
Axis programs. However, official broadcasts are so unsatis-
factory?they give only local news and a daily reading of
German and Italian communiques?that most owners of sets
are reported to listen regularly to British broadcasts.
The Moskva (Moscow) Radio, the B.B.C., and the German
Donau station in Austria all carry regular short-wave broad-
TOWN
STATION NAME
CALL SIGN
FUNCTION
(TYPE OF
EMISSION)
CO-ORDINATES
OF TRANSMITTER
o
SOFIYA
Radio Sofiya,
BC
42
34
00 N.
National
medium-wave
23
42
15E.
Radio
casts in Bulgarian. In addition to these, the Russians, British,
and Germans each maintain pseudo-clandestine stations claim-
ing to represent patriotic Bulgarians. The German "United
Bulgaria" station, probably located in Germany, operates on
7,410 kilocycles. The Russians operate a station, known .as
"Hristo Botev" or "Free Bulgaria," on 11,590 kilocycles.
The British, using transmitters in England or Cairo, broad-
cast programs under the titles of "Vasil Levski" ("Bulgarian
Freedom Station"), reported on 10,008 kilocycles; "Free and
Independent Bulgaria," on 7,550 kilocycles; and "Bulgarians
Speak forBulgari a, ' on 7,070 kilocycles. "Clandestine" stations
are being used less by the British and Russians as their official
broadcasts show signs of becoming more popular in Bulgaria.
Most receiving sets are imported, primarily from Germany
and the Netherlands; the most widely used seem to be Philips,
Telefunken, Blau Punkt, Saba, and Standard. In 1939, four-
tube sets were the most popular among those registered, with
three- and five-tube sets coming next. Three-, four- and five-
tube sets account for almost 80 per cent of the total number.
B. Point-to-point communication.
Facilities for point-to-point radio telegraphic communica-
tion have always been state-owned (Figure VII - 1); amateur
and other private transmitting is prohibited. All installations
are now in the hands of the Germans, who have brought in
dynamos and other equipment to reinforce the existing facili-
ties and have apparently erected additional stations to im-
prove the communications network. In Sofiya, the Germans
have requisitioned the Hotel Continental and other buildings
for billeting some 400 women radio operators, who are replac-
ing male personnel.
The transmitting equipment of the Bulgarian stations is
mostly Telefunken (German) and Marconi (British), although
some parts are locally made. Receiving equipment is Tele-
funken, Marconi, and Magnetti.
Up to 1940 no point-to-point radio telephonic equipment
had been reported. The government has four teletypes, used
experimentally only.
C. Communication with aircraft.
The airfields at Sofiya-Bozhurishte and Burgaz-Sarafovo,
both owned by the Air-France Company until the war, were
each equipped for both telegraphic and telephonic commu-
nication with planes (Figure VII - 1). They transmitted on
260, 284 and 333 kilocycles, and received on frequencies rang-
ing from 100-1,710 kilocycles. Apparently neither field had
direction-finder or radiobeacon equipment before the war.
Probably the facilities at both fields have been altered.
TABLE VII ? 1
BULGARIA, RADIO STATIONS, 1943
LOCATIONAL DATA
FREQUENCIES (KC.)
Transmitter at Vakarel, about 850
25 mi. SE of Sofiya. Studio
(newly completed) in Sofiya.
POWER IN
ANTENNA
100 kw.
REMARKS
Built in 1937 by German Telefunken
Company. Used for broadcasting
Axis propaganda in several lan-
guages. Most of its programs are
rebroadcast by the Sofiya short-wave
station and the Varna and Stara-
Zagora medium-wave stations.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Page VII -3
TOWN FUNCTION
STATION NAME (TYPE OF
CALL SIGN EMISSION)
LZA BC (relay),
FX, short-
wave
LZB
LZC
LZD
LZS
Bozhurishte
Airdrome, LZJ
Vrazhdebna
Airdrome
VARNA
Radio Varna
CO-ORDINATES
OF TRANSMITTER
o
42 43 10 N.
23 19 30E.
TABLE VII - 1?(Continued)
LOCATIONAL DATA
In the Kurilo section N of the
main railroad station.
FX, short-wave 42 43 25 N. Near the LZA transmitter
6.
23 19 18E. 44
FX, long-
wave
64
16
46
FX Reported to be in the S part of
Sofiya just N of the military
railroad station and W of the
American college.
FA, D/F 42 46 00 N. Airdrome is 7 mi. WNW of
23 12 00 E. Sofiya.
FA 42 42N.
23 25E.
(Airdrome)
BC, relay
Varna Post Office FX
Station
Old Post Office FX
Station
Naval Station
Naval Station
Peinirdzhik Sea-
plane Base
STARA-ZAGORA
Radio Stara-
Zagora
Stara-Zagora
Airdrome
BURGAZ
Sarafovo, Air-
drome, LZY
Probably FC
FC
FC, D/F
FA
Probably FX
43 13 45N.
27 53 30E.
Airdrome is 3 mi. E of
Sofiya.
3 mi. NW of Varna at junction
of Shumen and Dobrich (Bazar-
gic) highways, near the Polish
war monument. Studio in center
of town, probably just off Pres-
lavska St. (See Fig. V - 3.)
- Transmitter in Post Office on
Saborni St. (See Fig. V - 3.)
- On a hill 3 mi. NE of BC trans-
mitter, at the old "Ildiz-Tabia"
Fort near Franga.
43 11 N.
27 47E.
(Seaplane Base)
In courtyard of Naval Barracks
at SW corner of harbor.
On coast at Galata, just S of
Varna.
5 mi. WSW of Varna on S bank
of Lake Devna.
BC, relay 42 23 40 N. Transmitter 3-4 mi. SE of Stara-
25 42 30 E. Zagora, studio in town.
FA 42 25N.
25 38E.
2 mi. SSE of Stara-Zagora.
FA 42 34 00 N. 6.5 mi. NNE of Burgaz
27 30 00 E. 1.5 mi. inland.
Transmitter at Sozopol, 14 mi.
SE of Burgaz.
POWER IN
FREQUENCIES (KC.) ANTENNA
14970 (elsewhere
reported as
8468 kc.)
7460
10315
5835
105.26
REMARKS
1.5 kw. Apparently handles both broad-
7 kw. casting relays and radio-telegraphy;
it is not clear which of the frequen-
cies and antenna powers listed is
used for each function.
7 kw.
8 kw.
8 kw.
13 kw.
1 kw,
British Marconi transmitters.
Transmitter of a Bulgarian make.
This German station is reported
without details.
Bulgarian and German ID /F's re-
ported on east edge of field; German
radio on west edge; field may also
have radiobeacon.
Radio facilities reported.
2 kw. (unmodu-
1276 Installed in 1936; its main function
is to relay Sofiya broadcasts, al-
though it also broadcasts programs
of its own. Two masts, surrounded
by white houses, are visible from
the air. Studio and transmitter con-
nected by two-wire, open-wire lines.
Equipment made by Standard Elec-
tric Company of Hungary.
Mast on roof of Post Office building.
Communicates with Sofiya and
Beograd.
Despite its impressive appearance
(it has 5 masts), this station is
abandoned and would have to 'be
re-equipped before it could be used.
lated power con-
sumption
11.15 kw.)
lated power
consumption
11.15 kw.)
Germans reported to have built a
station near Varna, but no informa-
tion on function or location is
available.
2 kw. (unmodu-
These facilities also serve nearby
Chaika Airdrome.
1402 Installed in 1936; its main function
is to relay Sofiya broadcasts, al-
though it also broadcasts indepen-
dently for two hours a day. Studio
and transmitter connected by two-
wire, open-wire lines. Equipment
made by Standard Electric Co. of
Hungary.
Latest (1943) aviation sources fail
to mention radio facilities reported
earlier.
250 w.
The headquarters of the coast guard
service, at Cape Emine, is reported
to be connected with this Sozopol
transmitter.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Micre VIT - 2
Page VII- 4
TOWN
STATION NAME
CALL SIGN
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
FUNCTION
(TYPE OP
EMISSION)
CALIACRA
Cape Caliacra RB, modulated
Beacon, Z telegraphy
RUSE
KYUSTENDIL
COMMUNICATIONS AND TRANSPORTATION
CO-ORDINATES
OF TRANSMITTER
o
43 21 45N.
28 29 30E.
COMMUNICATIONS AND TRANSPORTATION
TABLE VII - 1?(Concluded)
LOCATIONAL DATA FREQUENCIES (KC.)
On Cape Caliacra, in the
southern Dobrogea.
POWER IN
ANTENNA
1099,10"--
REMARKS
309.3 kc. 250 w. Range: 100 naut. mi. Automatic
signal continuous in foggy
weather at intervals in clear
weather.
200 w. 200 w. transmitter reported, no de-
tails given.
Station here reported to have been
recently dismantled.
AIRDROMES AT:
CO-ORDINATES OF
AIRFIELDS
Gorna Orekhovitsa
FA
43 07 N.
2 mi. NNE of town.
25 42E.
Graf Ignatiev
FA
42 18N.
1 mi. NW of town, 11 mi. N
24 42E.
of Plovdiv.
Kazanlk
FA
42 38N.
1.2 mi. NW of town.
25 22E.
Pleven (Opanets)
FA
43 28N.
6 mi. NW of town.
24 32E.
Plovdiv
FA
42 09N.
1.5 mi. SE of town.
24 44E.
Yambol
FA
42 30N.
1.2 mi. NNW of town.
26 30E.
Karlovo
FA
42 38N.
5 mi. SE of town.
Latest (1943) aviation sources fail
(Marino-pole)
24 52E.
to mention facilities reported here
earlier.
Lovech
FA
43 09N.
1 mi. N of town.
24 42E.
Telish
FA
43 20N.
1.2 mi. NW of town, on
24 14E.
Pleven-Lukovit road.
ABBREVIATIONS:
BC?Broadcasting
FX?Point-to-point, radiotelegraphy
FA?Aeronautical station
FC?Coastal station
INF?Direction-finder, aeronautical or maritime
RB?Radiobeacon, aeronautical or maritime
w.?watts
kw.?kilowatts
kc.?kilocycles
To transform kilocycles (frequency) into
metres (wave-length) or vice-versa, divide
300,000 by the known figure.
D. Communication with ships.
Bulgaria is reported to have coastal radio stations at Varna
and Burgaz, a maritime direction-finder near Varna, and a
maritime radiobeacon on Cape Caliacra in southern Dobrogea
(Dobruja), (Figure VII - 1).
E. List of stations.
The radio stations of Bulgaria are listed in Table VII - 1.
The power, frequencies and type of equipment of the airfield
stations listed are not known. The Germans have presumably
adapted all such facilities to their own operational methods.
72. Telegraph
A. Pattern of the network.
The pattern of the telegraphic network is indicated in
Fig. VII - 1.
(1) Extent of system. The only telegraph and telephone
facilities in Bulgaria are those operated by the state. The
importance of the telegraph system has steadily declined as
the telephone network has grown, so that in 1939 the total
length of lines was one-fourth that of 1930, while the total
length of wires had declined by one-third during the same
period. This decrease cannot, as in some countries, be ex-
plained by the intensive use of a few conductors by rapid and
simultaneous working, with high-frequency and multiple
equipment, as neither has been used for telegraphy in Bul-
garia. However, telephone wires in Bulgaria have been used
for telegraphy for many years, when necessary. Trunk tele-
graph lines are few, and operators in small places often have
to cut in on lines already in use.
Length of lines (1939): 367 miles aerial, 51/2 miles underground.
Length of wire (1939): 3713 miles aerial, 187 miles underground.
Number of circuits, simple, simplex and duplex (1941): 145.
(2) Chief international circuits. The principal international
telegraph circuits are shown on Table VII - 2.
TABLE VII - 2
BULGARIA, INTERNATIONAL TELEGRAPHIC CIRCUITS
Sofiya/Beograd, Yugoslavia Sofiya/Thessaloniki, Greece
Plovdiv/Edirne, Turkey/Istanbul Ruse/Bucuresti, Rumania
Bitolj/Korca, Albania/Tirana (opened in 1942)
(3) Localization of lines. Lines usually follow the rail-
roads, and offices are at the railroad station, town hall, or
post office.
B. Ownership and operation.
The governmental agency operating telegraph lines other
than those exclusively serving the railways, is the Posts,
Telephone and Telegraph Administration, a branch of the
Ministry of Railways and Communications.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION Page VII- 5
C. Stations.
(1) Number. In 1939 there were 798 stations. By 1941,
these had been increased to 963 of the post, telephone and
telegraphic administration and 19 of the railroad system.
(2) Equipment. Statistics on the number of instruments are
conflicting, but information as to the kinds of equipment is
clear. In 1939 there were 893 telegraph instruments in use,
according to official figures. A reliable source reports that
there were 541 Morse, 42 Hughes, and four Siemens machines
in use in 1940. This number is small compared with the num-
ber of stations, but the preponderance of Morse equipment
and the use of a few Hughes teleprinters and several Siemens
teletypes are in accord with other information. Equipment is
almost exclusively German. Neither high-frequency nor mul-
tiple equipment was used on any of the 145 circuits reported
in 1941.
Limited budgets in recent years have prevented much
improvement of equipment or service.
D. Route equipment.
Lines are almost wholly aerial.
E. Vulnerable features.
Trunk lines are few. The system as a whole cannot carry a
large volume of messages, so that any damage is likely to
hamper communications, especially if done at a critical time.
73. Telephones
A. Pattern of the network.
The pattern of the telephone network is indicated in Fig-
ure VII - 1.
(1) Extent of system. The network of interurban lines is
fairly extensive. There are almost as many exchanges as
communes, but distribution is uneven, some communes hav-
ing several excha?nges, others none. Almost 1,800 telephones
are scattered among a large number of rural communities. In
1941 there was a total of 35,000 telephone instruments in
Bulgaria, less than one telephone for each two hundred in-
habitants. Before the war, the government did not keep up
with the demand for extension of telephone service to indi-
viduals, but gave more attention to improvement of long-
distance lines. This tendency has been accentuated by war-
time conditions. Long-distance lines have been constructed
to serve Bulgaria's own needs in conquered areas and for her
role as a key transit area between Germany and Mediterranean
countries. Shortage of both apparatus and wire has precluded
much other development, although the press periodically an-
nounces extensive plans. Recently private telephones not
urgently needed have been confiscated for one year.
The extent of the telephone network is shown in Table
VII - 3.
TABLE VII - 3
BULGARIA, EXTENT OF TELEPHONE NETWORK*
Length of urban aerial lines, 960 miles.
Length of urban underground lines, 98 miles.
Length of urban aerial wire, 12,698 miles.
Length of urban underground wire, 27,618 miles.
Length of interurban lines, 12,148 miles.
*The data on lengths of the network are dated 1939, those on numbers
of circuits 1941.
Length of interurban wire, 49,682 miles.
Number of real circuits on naked wire, 28,220.
Number of phantom circuits on naked wire, 1,562.
Number of carrier circuits on naked wire, 1,939.
Number of real circuits in cable, 202.
Number of interurban domestic circuits, 2,572.
Number of interurban international circuits, 14.
(2) Long-distance circuits. The following are the impor-
tant long-distance telephone circuits in operation and projected.
(a) Sofiya 'Ruse IBucurefti, Rumania. A three-circuit cable
was projected in 1942, from Sofiya to Bucuresti, Rumania,
via Ruse and Turtucaia on the Danube.
(b) Sofiya 'Edirne 'Ankara, Turkey. Until 1941, the nor-
mal route between Turkey and Germany was by way of
Bulgaria and Yugoslavia. However, in the summer of 1941
Bulgaria notified the International Telecommunications Union
that the route by way of Bulgaria and Rumania was being
regularly used instead. In the summer of 1943 the Germans
announced that a new direct telephone connection between
Ankara and Berlin was about to be established and would
make unnecessary the relay station in Sofiya formerly required
because of the difference between the English telephone sys-
tem used in Turkey and that of Central Europe. The new line
was to have a number of conductors, operating on high
frequency, including at least ten direct circuits between
Sofiya and Istanbul, and was to utilize a submarine cable
under the Bosporus. The route probably is by way of Edirne.
(c) Sofiya IPetrich ISerrai 'Thessaloniki, Greece. This is the
principal pre-war route between Sofiya and Athenai (Athens),
Greece.
(d) Sofiya !Plovdiv IXanthi, Greece. In December 1942, a
15-circuit, high-frequency line was opened between Sofiya
and Plovdiv. An eight-circuit cable from Plovdiv to Xanthi,
to connect Sofiya with western Thrace, was under con-
struction in July 1942. Plans for extensions from Xanthi
to Kavalla, Greece, Komotini (Giumiurdzhina), Greece, and
Alexandroapolis (Dedeagach), Greece, were reported in late
1942. A three-circuit cable from Plovdiv via Nevrokop to
Serrai, Greece, and Drama, Greece, was also planned.
(e) Sofiya INi.f 'Beograd (Belgrad), Yugoslavia. This is the
trunk line between the Bulgarian and Yugoslav capitals.
(f) Sofiya ISkoplje, Yugoslavia Yugoslavia. A cable
with a number of conductors is reported in operation.
(g) Sofiya ITrnavo, with extensions to Shumen, Varna,
and Dobrich (Bazargic) in the Dobrogea. This high-frequency
line, with 15 circuits as far as Trnovo, was planned for imme-
diate construction in 1942.
(h) Sofiya! Stara-ZagoralBurgazIVarnalRuse; SofiyalVrattsa
Pleven/Ruse. These were peacetime long-distance circuits be-
tween Sofiya and Eastern Bulgaria.
(3) Repeater stations. Pre-war repeaters were at Sofiya,
Stara-Zagora, Gorna Orekhovitsa, Ruse, and Dobrich (Bazar-
gic) in the Dobrogea (Dobrudja).
(4) Location of lines. Lines usually follow roads.
(5) Automatic railroad dispatch system. Centers for the
automatic telephone dispatching system of the railroads are
at Sofiya, Plovdiv, Gorna Orekhovitsa, and Mezdra.
B. Centrals.
(1) Types of equipment. Of the 969 exchanges in operation
in 1941, eight were automatic and the remainder manual.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII -6 COMMUNICATIONS AND TRANSPORTATION
Automatic centrals were at Sofiya, Burgaz, Varna, Gabrovo,
Ruse, and Stara-Zagora, but not all telephones in these cities
are directly connected with automatic centrals. A modern
dial exchange was also planned for Plovdiv, which has an
antiquated 1,000-line manual exchange. In recent years, equip-
ment has been supplied chiefly by Siemens-Halske. A decade
ago, when all exchanges were manual and Sofiya had the
only central battery in the country, equipment was of varied
make: Siemens-Halske, Ericsson, Bulgarian Telegraphia,
Deutsche Privat, Wipest, and others. At that time Siemens-
Halske had supplied more than twice as much equipment as
any other firm.
(2) Number of lines. In 1941 there were 35,000 telephones.
In 1940 only 8,000 were automatic. In the fall of 1942 Sofiya
had 14,000 lines, of which 8,000 were connected with a
manual exchange, and 6,000 with six automatic centrals.
Materials were on order for enlarging the system to 30,000
lines by the spring of 1944, but a shortage of material is
reported.
The number of lines in the various automatic exchanges is
given in Table VII - 4.
TABLE VII - 4
BULGARIA, TELEPHONE LINES IN
AUTOMATIC EXCHANGES
1938
1941
Varna
920
1,040
Stara-Zagora
340
Ruse
622
715
Gabrovo
400
Burgaz
664
Sofiya
11,686
Plovdiv
1,263
(3) Carrier-frequency equipment. High-frequency equip-
ment has been used in Bulgaria since 1931.
C. Route equipment.
Lines are almost wholly aerial except for some large under-
ground cables in cities. Aerial lines are mostly bare wire,
copper or alloy in large towns and on important interurban
lines, and galvanized iron in small towns and on minor inter-
urban lines. The diameter of the wire varies. In large towns
cables with a large number of pairs of conductors have im-
pregnated paper and lead covering and may be set in concrete
and masonry canals. Wires in cable are usually 0.6 milli-
meter in diameter, free wires are two millimeters.
D. Vulnerable features.
Damage to the few repeater stations, the trunk high-fre-
quency lines and the important exchanges would interfere
seriously with communications between Bulgaria and occu-
pied regions and southern Europe.
74. Submarine Cable
The only submarine cable to Bulgaria was one from Odessa
to Varna, inoperative in the years after the war of 1914-1918.
A cable landing, presumably of this old cable, is reported at
the west head of Varna Bay, east and somewhat north of the
railway station and north of the harbor proper.
75. Postal Service
A. Extent of development of service.
Mail is distributed by train, bus line, carriage, and on foot.
In 1939 there were 806 post offices (of which 156 were also
telegraph offices), 793 postal agencies and mobile units, and
3,927 postal boxes. Length in miles of postal routes and total
miles travelled in 1939 are shown in Table VII - 5.
TABLE VII - 5
BULGARIA, POSTAL ROUTES, 1939
LENGTH OF ROUTES TOTAL DISTANCE
IN MILES TRAVELLED, MILES
Railroad
2,994
4,106,000
Road and path
14,712
4,027,247
Electric
5
10,707
In 1942, of 780 post and telegraph offices reported, five
per cent were in postal buildings, 40 per cent in municipal
buildings, and 55 per cent in private houses.
B. Type of service offered.
(I) Regularity of deliveries. Deliveries in cities normally
are twice daily, in rural areas once a day to twice a week.
(2) Registered and special deliveries. Registered mail has
been a regular service, but special delivery is a new develop-
ment provided almost exclusively in the cities.
(3) Airmail. Airmail to and from Bulgaria has been
handled by the German Lufthansa (daily flights to Bucure?ti,
Thessaloniki, Wien [Vienna]), and the Italian line (week-day
flights to Rome). Domestic airmail service has been sporadic.
C. Reliability of system.
The Bulgarian postal system is regulated by international
postal conventions and has been fairly efficient.
76. Railroads
A. Pattern of the system.
The density of railroads per square mile and per person is
lower in Bulgaria than in the neighboring countries of Yugo-
slavia or Rumania, as well as lower than in most other
European countries and the United States (Table VII - 20).*
However, the rail net is fairly evenly distributed through
the country so that few places are more than 20 miles from
a railroad.
Heavy and speedy traffic cannot be handled efficiently, and
the strategic value of the system is limited. Most Bulgarian
railroads were built cheaply in the first place, and compara-
tively small funds have been available for subsequent main-
tenance and construction. The extensive use of compulsory
labor has not been very efficient. Many difficult engineering
problems have not been solved.
The backbone of the rail net is a fairly even grid of two
main east-west lines and three north-south connections. The
main rail focus is Sofiya, in the west-central part of the
country. From Sofiya a line runs north and east along the
north flank of the Stara-Planina (Balkan Mountains) to con-
Tables VII - 16 to VII - 38 will be found on pages VII 27 through
VII - 39,
Approved For Release 2000/08/29: CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
4(0110/161rer COMMUNICATIONS AND TRANSPORTATION
nect with Ruse on the Danube River and Varna on the Black
Sea and forms the northern line of the grid (lines 2 and 19
on Figure VII - 2).*
A second line (line 1), runs south and east along the south
flank of the Stara-Plariina to Turkey, with a branch to the
Bulgarian port of Burgaz on the Black Sea (line 12). This
line (line 1) is the main artery of Bulgaria and forms a part
of the Orient Express line between western Europe and
Istanbul, Turkey.
Additional north-south lines and branches round out the
network (Figure VII - 2). Important among them is the
Sofiya/Struma Valley line in the west (line 3). The Sofiya/
Pernik section of this route carries Bulgaria's heaviest lignite
coal traffic.
New lines are under construction, the most important being
the link between existing sections of the Sub-Balkan east-
west line (5, 11) midway between the two main east-west
routes. It will connect Sofiya with Burgaz and Varna.
A feature of the Bulgarian net is the scarcity of connections
to neighboring countries. Except for the. important Orient
Express route, the only through connections are in the north-
east through the Dobrogea to Rumania, the train ferry across
the Danube at Ruse (interrupted in winter by ice), and a
narrow-gauge connection down the Struma Valley to the
Aegean and Thessaloniki. This latter connection is now
being converted to standard gauge. Because of Bulgaria's
location the country controls the only good rail connection
between western Europe and Turkey. If the new borders of
the country are considered, it controls the connections to
Greece and the whole Aegean area as well.
B. Administration.
(1) Bulgaria proper. Bulgarian railroads are owned and
operated by the government. There is one 11-kilometer (7-
mile) stretch of privately owned line, but it is operated by
the National Railroads. However, there are 72.1 kilometers
(45 miles) of private track used as connecting links between
private sidings in various industrial plants and in mines.
The Bulgarian National Railroads (Bulgarski Durzhavni
Zheleznitzi) are under the general supervision of the Minister
of Railroads, Posts and Telegraphs. The Director General of
Railroads and Ports, with headquarters in Sofiya, is in charge
of management. At present, the Director General is Eng.
Georgi Popov, who took office in 1942. The railroads are
autonomous in many respects. An administrative council,
consisting of the Director General and the higher railroad
officials, has only consultative functions. The headquarters
of the Directorate General include the usual departments and
services.
Regional Inspectorates are operated in Sofiya, Plovdiv,
Gorna Orekhovitsa, and Dupnitsa. It is not known what
authority has been delegated to them.
(2) Border areas. At present the National Railroads also
operate newly acquired lines in the former Yugoslav, Greek
and Rumanian territories. Two new inspectorates were estab-
lished in Skoplje and Xanthi (Ksanti). In the southeastern
*On Figure VII - 2, Plan VII - I and Tables VII - 16 to VII - 38, rail-
road lines are numbered to correspond with numbers in the text. Line
numbers 1-20 refer to principal lines; 101-117, to other standard-gauge lines;
201-210, to narrow-gauge lines; 301-312, to international connections.
401-413 lines under construction, and 501-508 projected lines, are not
shown on Figure VII - 2.
Page VII- 7
border area, management is divided between the Bulgarian
and Turkish railroad administrations. The Pithion/Alex-
androapolis line is operated by the Bulgarian railroads,
whereas the Svilengrad/Pithion section is operated by the
Turkish railroads, as a part of the Svilengrad/Istanbul line.
This includes the Edirne area, where a new stone bridge
is being built across the Maritsa River.
(3) German control. German authorities exercise an im-
portant influence upon Bulgarian railroad affairs. German
liaison officers are located at strategic points, and German
railroad officials are working at headquarters as observers,
to insure railroad management in the German interest.
(4) Personnel.
Railroad employees numbered 17,517 in 1938. The division
of their functions may be seen in Table VII - 6.
TABLE VII - 6
BULGARIA, FUNCTIONAL DIVISION OF
RAILROAD EMPLOYEES, 1938
DIVISION
Administration
Maintenance of way and structures
Station service
Train crews
Locomotive crews
Maintenance of equipment
Major workshops
Others (stores, etc.)
NUMBER
4,705
34
213,7975004259
724
2,851
347
In recent years, personnel has increased because of the
operation of new lines. Skilled railroad men have probably
been replaced by less experienced workers. Very unfavorable
criticism of the efficiency of Bulgarian personnel was reported
in 1920. However, special efforts have reportedly been made
Illgstration VII - I.
Clearance standard. Standard-gauge Bulgarian
State Railways. (Dimensions in millimeters.)
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
-A
Page VII -8
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
by the railroad administration to improve the training of
railroad personnel. A school for various groups of employees
was established and it can be assumed that this has had
favorable results. But it is hardly to be expected that the
personnel standards of the large European railroad systems
have been attained.
C. Track and right-of-way.
(1) Clearance. The clearance of Bulgarian standard-gauge
railroads is the same as standard-gauge clearance in other
parts of Europe (Illustration VII - 1).
(2) Gauge. Most lines are standard-gauge, 1.435 meters
(four feet, eight and one-half inches). There are, however,
some narrow-gauge lines. Table VII - 7 gives the lengths of
standard- and narrow-gauge lines.
TABLE VII - 7
BULGARIA, LENGTH OF STANDARD AND
NARROW-GAUGE RAILROAD LINES
Km.
MILES
PER CENT OF
TOTAL LENGTH
OF LINE
Length of standard-gauge lines
3,173
1,971
87.2
Length of narrow-gauge lines
76 cm. (2 feet, 6 inches)
236
148
6.5
60 cm. (1 foot, 11.6 inches)
227
142
6.3
Total narrow-gauge lines
463
290
12.8
Grand total
3,636
2,261
100.0
(3) Track operated.
(a) National lines. All lines in Bulgaria are single-track
with the exception of a few short double-track sections around
Sofiya. These have a total length of 31 kilometers (20 miles)
or less than one per cent of the total length of line (Table
VII - 16; Figure VII - 2).
Double-tracking of the Ruse/Varna line was reported in
progress under German direction in 1940. However, it is not
possible to verify this report. In addition, the double-tracking
of several sections of the principal lines is projected; among
them are Caribrod/Slivnitsa (line 1) (37 kilometers; 23
miles); Novoseltsi/Belovo (line 1) (69 kilometers; 43 miles);
Sofiya/Mezdra (line 2) (87 kilometers; 54 miles); and Sofiya/
Vladaya (line 3) (18 kilometers; 11 miles).
Length of sidings and additional tracks in Bulgaria is com-
paratively small. The total length of track in 1938 was 4,239
kilometers (2,634 miles), only-117 per cent of the total length
of line. Corresponding ratios for other railroad systems are
shown in Table VII - 8.
TABLE VII- 8
OTHER COUNTRIES, LENGTH OF TRACK
COMPARED TO LENGTH OF LINE
RAILROADS
Italian National 184
German National 226
Rumanian National ............... . . ......
Yugoslav National
United States
(a) Eastern District 214
(b) All Districts 168
Sidings in many way stations are too short to accommodate
long trains. An older source stated that sidings were available
at all stations on standard-gauge main lines, and that they
had a standard length of 500 meters (547 yards) between the
switches at each end. In that case, the useful length of sidings
PER CENT
? . 139
? . 133
would be about 400 meters (approximately 440 yards). Be-
tween Ruse and Gorna Orekhovitsa (line 17), at all stations
sidings 457 meters (500 yards) long are available.
(b) Private sidings. In 1938, 74 private sidings, with a
total length of 50,328 meters (55,059 yards), were reported
on standard-gauge lines and six private sidings, with a total
length of 1,056 meters (1,155 yards), on narrow-gauge lines
(Table VII - 21).
(4) Motive power.
(a) General. At present all railroads are steam-operated.
The Bulgarian Ministry has recently announced that a 20-
year plan for electrification is being prepared in order to save
consumption and transportation of coal. The most important
lines would be electrified first. It has been reported that the
short stretch between Sofiya and Voluyak (section of line 1)
and the branch to Bankya (line 103) has already been electrified.
(b) Fuel. In 1939 locomotives fuel consumption was
657,000 metric tons (724,000 short tons). Only domestic fuel
was used, mostly lignite from Pernik (Figure VII - 3). The
lignite was rated at 4,200-5,000 calories per kilogram (7,560-
9,000 B.Th.U. per pound). In addition, several thousand old
ties were used for locomotive fuel. The quantity of gasoline
required for the few rail cars was negligible. It can be assumed
that some stocks of lignite are available in the principal
roundhouses. There is no indication that mechanical coaling
equipment is available anywhere.
(c) Lubricants. About 2,000 tons of lubricants were used
in 1939. As in all Axis-dominated countries in recent years,
Bulgarian supplies of lubricants are small and of poor quality.
(d) Water. Water supply is inadequate and systems are
poor. In many regions, water supply is insufficient, particu-
larly in the area north of the Stara-Planina, where steep
grades require comparatively large consumption. A Bulgarian
survey of the water supply, made in 1935, reported that of
103 water stations, 92 had sufficient and 11 insufficient supply.
It also stated that. good water of less than 110 p.p.m.* was
available at 76 stations, while in the 27 remaining stations,
the water was too hard. The hardest water (500 p.p.m.) was
found in Karnobat. Apparently there are no water-softening
plants. Many reservoirs for water columns are old, and built
at a height of only 16-20 feet above the rails, and therefore
have insufficient pressure for quick filling of locomotives.
The maximum distance between water stations is usually
20 to 30 miles. However, one line of 39 miles has no water
station (Table VII - 23). Inadequate water supply must make
efficient operation very difficult.
(5) Ballast and standards of roadbed construction. Road-
beds are weak and inadequate. In initial construction appar-
ently no efforts were made to move great quantities of earth
to improve the subsoil where this was advisable. Ballast is
also relatively light.
The usual measurements of the roadbed are shown in Table
VII- 9.
TABLE VII - 9
BULGARIA, MEASUREMENTS OF ROADBED
METERS
FEET
Formation width
5
16.4
Width of ballast at platform
3.00-3.40
9.8-11.2
Depth of ballast
.35
1.2
*Parts per million of mineral content. 1 p.p.m. = 0.1 French degrees.
Water of 100 p.p.m. is considered too hard in the United States.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
44e*
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Page VII -9
Crushed stone and gravel 30-60 millimeters (1.2 inches-2.4
inches) in diameter is used as ballast. Suitable material is
available, for there are many quarries throughout the coun-
try which can supply the railroads. The principal quarries
equipped with crushing machinery are at Dragoman, at
Sestrimo, at Iskr (line 1), and at Stoichevtsi (line 110).
There is a plant for producing sand and gravel ballast at
Podueni, near Sofiya (line 1).
(6) Ties.
(a) Wooden ties. Oak and beech ties are used. About
500,000 ties are required every year. The railroad personnel
cut the ties with the help of compulsory labor service. The
wood supply in Bulgaria is sufficient for this. Length of ties
is 2.50 meters (8.1 feet), width, .26 meter (.85 inch), and
height, .15 meter (.39 inch).
Oak ties are not treated. Beech ties are first treated with a
small amount of zinc chloride and then with a greater volume
of creosote. Plants for this treatment are located at Belovo
(line 1), at Sindel (line 116) and at Preslav (line 115).
(b) Steel ties. Steel ties are used on the following sections:
Caribrod/Plovdiv (line 1), Sofiya/Gorna Orekhovitsa (line 2),
and Sofiya/Pernik (line 3). The usual weight of steel ties is
56 kilograms (124 pounds).
(c) Spacing of ties. There are 25 ties for each 18-meter
(59-foot) length of rail, or 42 ties per 100 feet of track. Where
18-meter rails are laid, the space between the adjoining ties
at section joints is 250 millimeters (9.9 inches). The space
between the first and second ties from the joints is 627 milli-
meters (24.8 inches), and that between the second and third
ties is 750 millimeters (29.6 inches). Where 15-meter (49-foot)
rails are laid, the space between the adjoining ties at section
joints is 530 millimeters (20.9 inches). The space between the
first and second ties is 693 millimeters (27.3 inches), and that
between the second and third ties, 770 millimeters (30.3
inches). All these measurements are taken from center to
center of the ties. Maximum number of ties is 1,334 per kilo-
meter (2,148 per mile).
(7) Rails.
(a) Type. and weight. Three types of rails are used on stand-
ard-gauge lines. The heaviest type (first class) weigh only
41 kilograms per meter (82 pounds per yard). Second-class
rails weigh 35 kilograms per meter (70 pounds per yard).
Third class weigh 31(62 pounds per yard) or 32.5 kilograms
per meter (65 pounds per yard).
Dimensions of first- and second-class rails are shown in
Table VII - 10.
TABLE VII - 10
BULGARIA, DIMENSIONS OF FIRST- AND
SECOND-CLASS RAILS
FIRST CLASS
MM. INCHES
SECOND CLASS
MM. INCHES
Height
72
2.8
59
2.3
Width of head
138
5.4
131
5.2
Width of web
14
0.6
13
0.5
Width of base
110
4.3
110
4.3
In 1934, only 16 per cent of the total length of track was
laid with 82-pound rails, 12 per cent with 70-pound, and 72
per cent with rails of less than 70 pounds. In 1938, 82-pound
rails had been laid on the following sections: Caribrod/
Belovo (line 1); Sofiya/Pernik (line 3); Sofiya/Kozarevets and
Asenovo/Kaspichan (line 2); and Plachkovtsi/Dubovo (line
17). It is not known whether first-class rails have been laid
on other lines in recent years.
On narrow-gauge lines, rails weigh 20 and 9.5 kilograms
per meter (40 and 19 pounds per yard) for 76-centimeter (two
feet, six inches) and 60-centimeter (one foot, 113, inches)
gauge, respectively.
(b) Fastening of rails and joints. Rails are fastened to the
ties by plates, screws, and bolts of several types. Plates are
also used at the joints. On first-class rails, the joints have
four to six bolts. Joints are squared, i.e., the joints of the
two rails are opposite each other rather than staggered, as
in the United States.
(8) Maintenance of way and structures. The condition of
the lines is poor. In addition to the constructional weakness
of the roadbed and the extensive use of light rails, re-laying
of rails was often postponed even when rails were in very
bad condition. The age of the rails (outside of tunnels) is
shown in Table VII - 11.
TABLE VII - 11
BULGARIA, AGE OF RAILS, 1933-34
AGB PER CENT
Less than 5 years
16.8
5-10 years
10.3
10-15 years
13.6
15-20 years
4.8
More than 20 years
54.5
From 1920-1937, sections totalling 793.3 kilometers (493
miles) were re-laid. This was only 44 kilometers (27 miles)
per year or 1.8 per cent of the average length of line during
that period. The minimum should have been 2.5 per cent.
Stocks of track material made of steel are probably very
small, since all steel must be imported. Ballast and wooden
ties, however, are available in adequate quantities.
Varying climatic conditions make for special maintenance
problems in the different parts of the country. In winter,
heavy snowfall occurs in the region north of the Stara-
Planina. On Sofiya-Varna line and its branches snow depths
are reported as ranging up to 14.5 feet. In one instance, snow
depth on a line running in a cut was 23 feet.
Snow fences, usually made of used ties, are built where
needed. In 1939 one snowplow was in operation as a special
unit. However, the Germans have lent a number of snow
plows driven by Diesel engines to the Bulgarian railroads.
In general, it is possible to keep all main lines open in winter.
Many rivers are poorly regulated and sometimes flood the
railroads where they run through valleys. Washouts are
often caused by sudden thunderstorms in mountainous areas.
Landslides also frequently block traffic.
(9) Axle loads. According to the Achsdruckverzeichnis (list
of axle loads) of the Verein Mitteleuropaischer Eisenbahnverwal-
tungen (Association of Central European Railroads), a maxi-
mum axle load of 17 metric tons is permissible on only a few
lines or sections of lines. The maximum permissible axle load
is 14 tons on all other standard-gauge lines (Table VII - 16).
(10) Grades and curves. The mountainous character of the
country has made railroad building extremely difficult and
little effort has been made to avoid steep grades. The ratio of
level sections is comparatively small, and that of sections
with steep grades is high. This is indicated by Table VII - 22,
which also illustrates the low percentage of level sections
in Bulgaria in comparison with other countries. The same
(Continued on page VII- x6)
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII- 10
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Illustration VII - 2. Cherepich Bridge.
Bridge over Iskr River, near Mezdra; railway tunnel at right. (Bridge 20, line 2.)
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Page VII - 11
Illustration VII - 3. Cherepich Bridge.
Bridge over Iskr River near Mezdra. Tunnel at left. (Bridge 20, Line 2.)
Illustration VII - 4. Iskr River Bridge.
West branch, east of Ilientsi, near Sofiya. 1931. (Bridge 29, line 5.)
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII- 12
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Illustration VII - 5. Stone arch Bridge at Makotsevo.
Over the Makotsevo River on the Ilientsi/Makotsevo Route. 1931. (Bridge 29 (a), line 5.)
Illustration VII - 6. Bridge over Arda River.
Railroad and highway bridge southeast of Krdzhali. 1931. (Bridge 33, line 15. Also Illustration VII - 25.)
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
-roarrosr%
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Page VII - 13
Illustration VII - 7. Syuyutliika River Bridge.
North of Mornchilgrad. (Bridge 34, line 15.)
fie, tin /
Illustration VII - 8. Steel bridge over Maritsa River.
Near Rakovski on the Mikhailovo/Rakovski route. 1936. (Bridge 35, line 16.)
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII- 14
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
ent.
Illustration vii -9. Yantra Bridge near Bela.
Looking westward. 1917. (Bridge 36, line 17.)
Illustration VII - 10. Railroad Bridge at Trnovo.
Looking west at north bridge over Yantra River. 1917. (Bridge 37, line 17.)
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Page VII - 15
Illustration VII - 11. North railroad bridge at Trnovo.
Train crossing the Yantra River. Tunnel right foreground. (Bridge 37, line 17.)
Illustration VII -12. South railway bridge at Trnovo.
Looking east at railroad bridge at left and highway bridge at right, over the Yantra River.
(Bridge 38, line 17. See Illustrations V - 13 and V - 14.)
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII - 16
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
situation is revealed by examining the grades of the indi-
vidual lines (Tables VII - 16, 17, 18). There are also a great
many curves on Bulgarian lines (Table VII - 24).
(11) Bridges and tunnels. Because of mountainous terrain
and numerous streams, bridges and tunnels are numerous.
(a) Bridges.* In 1939, a total of approximately 8,300
bridges was listed. A large number are on the routes radiating
from Sofiya: the lines through Caribrod and Sofiya (line 1);"
through the Iskr Valley; between Sofiya and Cherven-Breg
(line 2); and through the Struma Valley, between Sofiya and
Petrich (lines 3, 203). The Ruse/Momchilgrad route (lines
15, 16, 17), extending from north to south, and crossing the
Stara-Planina and the Rodopi Planina, also has a large num-
ber of bridges.
The principal bridges are of steel or iron, and rest on con-
crete or masonry piers. In general, they are of simple truss
construction, but in the Iskr River Gorge and in the more
mountainous sections, a rectangular truss is used, with tracks
running on top. (See Illustration VII - 2.) All bridges are
single track, except for the Maritsa bridge at Kostenets. In
the area where wood is readily available, minor bridges may
be wooden. Maximum axle load of most bridges on standard-
gauge lines is between 18 and 22 metric tons.
The problem of Danube crossings has often been discussed,
but little action has been taken. However, in 1942, Bulgaria
and Rumania, under German pressure, agreed to construct a
bridge between Ruse and Giurgiu. It was to be completed by
1948. Work is still confined to clearing the approaches. In
the meantime ferry service is maintained, although inter-
rupted by ice in winter.
(b) Tunnels.t Tunnels are most numerous on three routes:
the Ruse/Momchilgrad route (lines 15, 16, 17), where there
is a series of bridges and tunnels (Illustration VII - 13); the
Sofiya/Cherven-Breg section (line 2), through the Iskr Valley,
and in the Struma Valley on the Sofiya/Petrich route (lines 3,
203). The longest tunnel in the Balkans is the 3,700-foot
tunnel north of Krdzhali on the Ruse/Momchilgrad route.
There are no tunnels on the main Caribrod/Svilengrad line
(line 1).
(12) Signal system. All stations are connected by telegraph
or telephone, and manually operated semaphores are used on
main lines. In 72 stations, modern electric safety devices,
which probably include interlocking of signals and switches,
have been installed. An automatic or semi-automatic block
system has been installed between Sofiya and Kunino (line 2).
Long distance telephone connections between various large
stations are used for centralized dispatching of trains.
(13) New construction.1 The railroad system has been con-
siderably expanded since the first World War. In the twenties,
new branch lines were built, but in the thirties, the govern-
ment engaged in more far-reaching projects. The Shumen/
*Detailed descriptions of the main bridges on the principal lines, se-
lected on a basis of length (in general over 100 feet) or of strategic location,
are given in Table VII - 37. Bridges are shown on Figure VII - 2; also
Illustrations VII - 2 to VII - 12.
**An important bridge, the Pobit Kamik Viaduct on line 1, between
Milkovitsa and Vakarel, has recently been converted into an embankment.
tDetailed descriptions of the main tunnels on the principal lines are
given in Table VII - 38 and locations of the tunnels shown on Figure
VII - 2.
1:Progress on lines under construction as well as principal new projects
are described in Topics 76 - I and J; see also Plan VII - I.
Karnobat line (line 18) was opened for traffic in 1941. At
present, the standard-gauge Struma Valley and the Sub-
Balkan routes are the most important lines under construc-
tion, but work is also progressing on other lines. In addition,
a series of new construction projects has been approved by
the National Assembly but no work will start on most of
these projects in the near future.
D. Equipment.
(1) Supply.
(a) Locomotives. In 1938, there were 593 locomotives, of
which 482 were standard gauge and 111 narrow gauge. Most
were built in Germany, but some were purchased from Czecho-
slovakian, Polish, and British manufacturers. Average age of
standard-gauge locomotives was 22.4 years; 112 were acquired
prior to 1911, and 190 between 1911 and 1920; 124 were
1921-30 models and 56 were acquired after 1931. As Tables
VII - 25 to VII - 28 indicate, a small number of powerful
units was available, but in general, locomotives were far
below modern standards (Illustrations VII - 15 to VII - 22).
In recent years, considerable sums have been appropriated
for purchase of locomotives, but it is not certain how many
units have been delivered. Those added to the existing stock
after 1938 were fewer than those which had to be retired. At
one time Germany leased locomotives to Bulgaria, but it is
reported that these have been recalled. A limited number of
locomotives were received from the recently annexed por-
tions of Yugoslavia and Greece. Since service must be main-
tained on the annexed lines, the general locomotive position
has not been improved, and a considerable shortage is reported.
(b) Railcars. In 1938, four Diesel railcars were available
(Table VII - 25).
(c) Passenger cars. In 1938, the railroads owned 709 pas-
senger cars, of which 589 were standard, and 120 narrow
gauge. Average seating capacity was 53.6 and 24.5, respec-
tively (for details see Tables VII - 27 and VII - 29). Since no
delivery of new cars is reported, it is certain that the number
of cars has decreased since 1938, due to retirements, even
though a limited number of cars is built in the country. The
supply of passenger cars, however, is adequate for present
traffic, since passenger train services have been restricted.
(d) Baggage cars. In 1938, there were 295 baggage cars
(Tables VII - 27 and VII - 30). The situation in regard to
baggage cars is similar to that of passenger cars.
(e) Freight cars. In 1938, 10,897 freight cars were avail-
able; of these 9,583 were standard gauge, and 1,314, narrow
gauge. Included are 466 units, which were owned by private
enterprises, but operated on the national railroads.
Practically all freight cars are of the two-axle type; the
average number of axles per car for all cars in the country is
only 2.03. The average loading capacity of all cars owned by
the national railroads is 16.2 metric tons (17.6 short tons).
(For details see Tables VII - 31 and VII - 32.)
As in the case of locomotives, considerable appropriations
were made for the acquisition of new freight cars and orders
for several thousand cars were placed in Germany and Czecho-
slovakia. It is unlikely that any large quantities were deliv-
ered, since German railroads have retained almost the complete
output of the plants for their own heavy demand. On the
other hand, necessary retirements have decreased the avail-
able number of freight cars. Some freight cars were allocated
to Bulgaria when it acquired lines from neighboring coun-
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29: CIA-RDP79-01144A000100010010-9
Figure VII -1
JANIS NO. 38
25? 26? 27? 28?
Kubrat
Nikopol
Svishchov
To Tulma
Constanta
Cavaclar
Armutlia
Bazargic
- Mongolia
Pleven
Razgrad
Popovo
Lovech
Troyan
Stivlievo
Karlovo
Trnovo
Gabrovo ? Trevna
Kazanlik
?
Gorna -Orekhovitsa
Cavarn
Novi Pazor
Cape Caliacro
Trgovishche
Omortag
Kotel
Shuman
Preslav
Karnobat
Aitos Cape Emilie
Pomoriye
gyurishche
Stara Zagora
? Nova Zagora
Yambol
Burgaz
Graf
Ignatiev
Kyupriya
Elkhovo
Plovdiv
Popovitsa
Asenovgrad
Khaskovo
Topolovgrad 0
Kharmanlii
Chapslore
? Smolyan
AlexandroUpolis
(Dedeagach)
ft
THASOS I.
(Facilities in neighboring countries not completely shown)
Reliability Code 2B--213.-2
COMPILED AND DRAWN IN THE BRANCH OF RESEARCH AND ANALYSIS, OSS
LITHOGRAPHED IN THE REPRODUCTION BRANCH, OSS
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
PROVISIONAL EDITION
42?
LEGEND
TELEPHONE FACILITIES
Existing overhead line
Planned long-distance cable
Probable route of circuit
o Principal exchange
? Existing amplifying station
? Amplifying station, planned
or under construction, 1938
? Automatic telephone dispatching
centrals (for railways)
RADIO FACILITIES
o Radio telegraph transmitter
? Radio broadcast transmitter
ei) Aviation radio or D/F transmitter
0:41 Coastal radio or D/F transmitter
10
30 40 50 60
MILES
0 10 20 30 4 6
ILOMETERS
210
44
22?
23?
Colafat
43?
Belogradchik
Lom
Brusartsi
24?
U M
Bela Slatina
Ferdinand
DoInc
Metropc
Telish
Berkovitsa
? Me^ zdra
0 Leskovac
Botevgrad
Breznik
Radomir
Lukovii
Zlatitza
Pana
Kyustendil
? Tetovo 0 --
,co
Kumanovo
Skoplje
Goma
Dhzumaya
I Petrich
Nevrokop r".?
Novi ? SidhirOkastron
Dolrancd
Sirrai
41? ????
Dr6m
Kavi
Phlorina
Thessaloniki
K6to Stavros
21?
22?
23?
24?
AE
MAP NO. 14AP_No. 1055)
oved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
26
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
27?
28?
GIURGIU
0
RUSE
19
CH
17
Gm. Manaitiritsa
RNI
LOM
Oltenito
RAZGRAD
19
SHUMEN
TRGOVISHCHE 19 42
vibe? lovkovo
Bozhi -Dar
209
T. lkonomovo
208
208
? ? ,
20
Preslav 41
Duskotna
Altos
)LESKOVETS
tb
Zavet
18
11
SLIVEN
12
32 KARNOBAT
JOVA ZAGORA
12
12
31
YAMBOL
imnitsa
310
BAZARGIC
VARNA
Staro-O
12
Rudnik
210
Neichovo 117
vski
113
ELKHOVO
6
17
KHARMANLI
lovnik
SVILENGRAD
VER 1.
26?
311
Edirne
?\
KIRKLARELI
PITHION
311
OKA
27?
MURATLI
43?
42?
Figure VII - 2
JANIS NO. 38
BULGARIA
SELECTED RAILROAD
BRIDGES
AND
TUNNELS
RAILROAD
LINES NUMBERED 1-20 ARE PRINCIPAL NATIONAL LINES, 101417,
OTHER STANDARD GAUGE NATIONAL LINES, 201-210. NARROW
GAUGE NATIONAL LINES, 301-312, INTERNATIONAL CONNECTIONS.
THE SMALL BLACK SQUARES INDICATE ON WHICH SIDE OF THE
TRACKS THE SELECTED STATION BUILDINGS ARE LOCATED.
LINES UNDER CONSTRUCTION OR PROJECTED ARE NOT
SHOWN.
PRINCIPAL BRIDGE LOCATIONS;
THE CORRESPONDING NUMBERS REFER TO ?
DESCRIPTIONS IN TEXT.
ti PRINCIPAL TUNNEL LOCATIONS;
THE CORRESPONDING NUMBERS REFER TO
DESCRIPTIONS IN TEXT.
Reliability Code:
00-113- 2
10 20 30 40 50
MILES
0 10 20 30 40 50
KILOMETERS
COMPILED AND DRAWN IN TOE BRANCH OP RESEARCH AND ANALYSIS, OSS
LITHOGRAPHED IN THE REPRODUCTION BRANCH, qss
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
PROVISIONAL EDITION
43??
.,'''
23? 24?
25?
iiie. ii,NEGOTIN ?
VIDIN ?
, CALAFAT
41,(1- car
-1
\ #111k 0
I
?
REKHOVO
207
2
\
s
\
?Corabia \..
TURNUL-MXGUREL
Vim ZIMNICE
NIKOPO'lbl.
Belene
8 1 SVISHCHOV
PLEVEN
e - 2
LEVSKI _
)
BELA '
17
.Ki

?01-
? LOM
6
\
102

P.
\
? KNJAZEVAC 1
?
\ .
Ts
? , 4,7111 \?.
BELA PALANKA "...,
Ilk Alas
Coribro ? ? '
Dragoi
/ DRAGOMAN
. ./...
('Kostinbrod
)
/
)
PERNIK
...
\ RADOMIR ?
.
)
. l 4
Bobo y DolDolna
/ ?
201
\
? G. Shivachevo
?KRIVA-P
????........
\--...
?????.......
--._Os
. \\ 27
Brusartsi
.
?
BERKOVITSA
Gara
1
Bankya ?
2i
?
Dol Rakovets
DUPNITSA
26
Boboshevo
Ko Cr:::::"-ORilski
4 44
G?RNA
Krupnik \k
44
) Pirin
203
Levunovo
PETRICH?
. ? .
312
Butovo
Leri
Mikhaltsi
? LOVECH GORNA-OREKHOVITSA
Trapezitsc
TRNOVO
CHERVEN-DREG 0
Karlukovo
Kunino
21
Roman
a
Makotsevo ---
I
Panag urishche /
10:mANKA Sestrimo
Belovo 04? 41W, PA RDZHIK
205
Lakatnik 2 04 k,...MzEZDRA
19 Boy 0,,.

Tsarovo
? Svoge
Rebrovo
( 18
3 / Elin Pelin
4. I
* 29 29
1Db.Iets
9 Drenovo
Tsareva-Livada
GABROVO
Plachkovtsi
10
Kr ustets
Sopot 17
11
? KARLOVO Yovorovets
KAZANUX
Tulovir
Khisar?17
108 STARA- ZAGORA
Makhala
106 107
12
*
.$ PLOVD 16
11 ?sr:? ?.
87
Sokolovo
11
Borushti
12
1
12
Mikhailovc
004' .o.so
?
15
Knizt
5
Perperek
OFIYA5
4
3 Kazic ane Iskr
Milkovitsa
Dragichevo
s
Vakarel
Nem i rovo
Kostenets
Mnast ir
20
DHZUMAYA
8
?
BANSXO
105
Sy. Vrach
a Todorov
Kulata
. ..-...,-
--../
312
?36.0?-
206
Maritsa
13
32 a
PaShChera li
??
,,
.-R
.___LI i Merichleri
v.
T. Kableshkov rumovo ? 6
\de
8e.

ASENOVGRAD 4
KHASKOVO
(
0
Kotane t?
-.----.--'4) RIVER \,,.
e" \ Simi:
5,*
\ .,
.
\.....:
\:
/
(
I
I45
i
. ? ---
KRDZHAL /
MOMCHILGRAD
`---... "?-: .,.,'------:
1
---- ----------?
\---\ I ...../..--"."\--
\ 7 _.../-
Nkk . _/?*"
\
SIDHIROKASTRON
(DEMIR HISSAR)
23 ' 24?
25?
MAP No. 256 5
31 AUGUST 1943
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
tries. However, just as in the locomotive case, these cars are
used on annexed lines and their acquisition has not improved
the situation in Bulgaria proper. Even in peacetime there
were frequent car shortages in autumn, the time of peak
movement. The ratio between basic and peak requirements is
still unfavorable and the general increase in freight traffic has
accentuated the shortage. As a result, the other Axis coun-
tries have had to send freight cars to Bulgaria to obtain
foodstuffs and other export goods. They have also had to use
their own cars to transport their troops and supplies through
Page VII- 17
ties might arise, since Bulgarian crews do not have the
necessary training to handle such operations.
Standard-gauge locomotives are equipped with handbrakes,
and with various types of airbrakes such as Westinghouse,
Hardy (vacuum) and Knorr (compressed air) (Table VII - 28).
Narrow-gauge locomotives have handbrakes only (Table
VII- 26).
Only about 50 per cent of the standard-gauge passenger cars
are equipped with airbrakes. Almost all other standard-
gauge, and all narrow-gauge passenger cars have handbrakes.
Illustration VII - 13. Tunnel near Krustets.
North entrance of tunnel, railway embankment above. 1917. (Tunnel 11, line 17.)
Bulgaria. Consequently many foreign cars are always on
Bulgarian lines.
(2) Equipment production. There are no plants for large-
scale production of main line locomotives and cars in Bulgaria.
The Koralovag Company in Varna has facilities for building
small locomotives, but could hardly produce units larger than
switching locomotives. In 1941, it also received an order for
200 cars, but had to buy the axles abroad.
(3) Brakes. No Bulgarian freight cars have airbrakes and
only about 50 per cent have handbrakes (Table VII - 32). No
airbrake system for freight cars has been introduced in Bul-
garia. , When sufficient foreign cars equipped with airbrakes
are available to form whole trains or larger sections of trains,
these can be operated with continuous brakes, since the loco-
motives have proper braking equipment. However, difficul-
(4) Couplings and buffers. Standard continental types of
screw coupling and buffers are used on all vehicles.
(5) Maintenance of equipment. Prior to the war, loco-
motives underwent major repairs every two years. But due
to their age and the fact that a great part of them could not
be housed in roundhouses, this did not keep them in a satis-
factory state of repair. From 1939 to the end of 1941, heavy
demands made it necessary to postpone all but vital repairs.
To make up for this, train services were greatly curtailed
during the spring of 1942 to facilitate overhauling of as many
locomotives as possible. In spite of these efforts, the general
state of repair of locomotives is poor.
A similar situation exists with respect to passenger and
freight cars. Due to scarcity of lubricating oil hotboxes
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII- 18
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
doubtless are frequent and it is certain that the condition of
passenger and freight cars is also unsatisfactory.
E. Shops, terminals and yards.
(1) Repair facilities.* The main repair shop for locomo-
tives and cars is in Sofiya. It can accommodate 15 to 20 loco-
motives at a time. A new workshop is reported under con-
struction in Sofiya which, when completed, will be able to
repair 20 to 30 locomotives per month. Other major work-
shops are in Plovdiv and Gorna Orekhovitsa. Two private
plants, one at Drenovo and one at Varna, also repair cars of
the national railroads. In addition, five running repair shops
are available.
(2) Terminals. The only major passenger terminal is in
Sofiya. It has recently been enlarged so that platform tracks
for eight trains are available. All other stations are smaller.
(3) Switching yards. There is no modern classification yard
in Bulgaria. Fairly large switching facilities are available in
Sofiya, Plovdiv, Varna, Burgaz, and Pernik (for layout at
Pernik, see Figure VII - 3). Smaller switching yards are
located at the more important junctions and at a few inter-
mediate points (Table VII - 35). Lack of adequate switching
facilities offers particular difficulties for large-scale operation
of troop and supply trains which do not move straight
through the country.
F. Traffic.
(1) Passengers. The reported passenger traffic is shown in
Table VII - 12.
TABLE VII - 12
BULGARIA, PASSENGER TRAFFIC
YEAR
NUMBER OF
PASSENGERS
(MILLIONS)
PER CENT
INCREASE
OVER 1938
PASSENGER
MILES
(MILLIONS)
PASSENGER
KILOMETERS
(MILLIONS)
1938
11.6
469
755
1939
12.8
10
502
808
1940
13.8
19
1941
14
21
1942
18
55
The figures for 1941 and 1942 include traffic in occupied areas
and therefore are not comparable with statistics for the pre-
ceding years. However, since the areas taken over are not
large, the large increase in passenger traffic in 1942 indicates
an increase in Bulgaria proper.
In spite of pressing demands, passenger services have been
somewhat restricted to make locomotives and crews avail-
able for vital freight traffic requirements.
(2) Freight.
1942 do not correspond with the statistics for 1940 and the
pre-war years.
In 1940 an increase in traffic volume was caused by the
growing demand for Bulgaria's products. It is obvious that
subsequent to the German invasion of the Balkans, this
increase has continued.
(b) Commodities. The commodities carried and their per-
centage of the total traffic are shown in Table VII - 14.
TABLE VII - 14
BULGARIA, COMMODITIES CARRIED AND
PERCENTAGE OF TRAFFIC, 1939
PER CENT
Grain, fodder
10.9
Alcoholic beverages
4.8
Eggs
1.0
Lumber
6.4
Coal*
19.1
Stones, ceramics, gravel
7.1
Sand
0.3
Salt
1.3
Products of iron and steel industry
2.0
All others
47.1
100.0
The war has only slightly changed this general picture.
Coal shipments and export traffic in foodstuffs have increased
more than the movement of other commodities. Through
shipment of Rumanian oil, particularly to the south, has
been greater than before the war. Traffic in industrial com-
modities is still of little importance, since major war indus-
tries have not been developed.
(c) Traffic regulation. The railroads have taken several
measures to secure shipment of vital commodities and make
the best possible use of cars. On December 1, 1942, average
freight rates were increased by 30 per cent. In many places,
including the ports, a system of priorities for ordering freight
cars has been established. Demurrage charges have been in-
creased and surcharges for inadequate loading of cars have
been established. The distribution of privately-owned tank
cars has been taken over by the railroad administration.
(3) Seasonal movements. The monthly ratios of passenger
and freight traffic are given in Table VII - 15. Passenger
traffic is considered on the basis of the number of passengers
carried and freight traffic on the basis of the number of tons.
TABLE VII - 15
BULGARIA, MONTHLY RATIOS IN PERCENTAGE
OF TOTAL ANNUAL TRAFFIC, 1940
PASSENGER FREIGHT
(a) Volume. The volume of freight traffic is shown in
Table VII - 13.
TABLE VII - 13
BULGARIA, VOLUME OF FREIGHT TRAFFIC
January
February
March
April
7.0
5.8
6.5
7.7
4.4
5.4
6.5
7.9
PER CENT
INCREASE
May
9.3
8.1
METRIC SHORT OVER 1938
June
7.9
7.9
TONS TONS INDEX FIGURES
July
8.6
8.7
1938 6.2 6.8 100
August
10.5
9.2
1939 6.4 7.1 103
September
9.1
10.5
1940 7.2 7.9 116
October
9.3
11.2
1941 7.7 8.5 124
November
9.2
10.9
1942 7.8 8.6 126
December
9.1
9.3
As in the case of passenger traffic, the figures for 1941 and
100.0
100.0
*For a list of repair facilities see Table VII - 33. For location, size and
capacity of roundhouses see Table VII - 34.
*Mostly lignite from Pernik.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
6-01.001.0001.000)0(17171.1.0-6/dCIN-V10 6Z/80/000Z eseeieN Jod peAwddv
PROVISIONAL EDITION (First Revision)
4
KUTSIAN MINE
(Surface mining
plus two shafts)
WORKERS' DWELLINGS
MAP NO. 1427 30 NOVEMBER 1942
REVISED 1 SEPTEMBER 1943
COMPILED AND DRAWN IN THE BRANCH OF RESEARCH AND ANALYSIS, OSS
6-01.001.0001.000);(17171.1.0-6/dCIN-V10 6Z/80/000Z eseeieN .10d peAOJCidV
Page VII- 20
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
These figures show that the passenger traffic peak usually was
in the summer months. For freight traffic, the ratio between
basic and peak load was extremely unfavorable. Traffic in
October and November was more than twice as high as in
January and February. Consequently, the use of freight cars
was unevenly distributed. A surplus of cars in the early part
of the year, and car shortages during the crop season, were
inevitable.
The monthly ratios of passenger traffic have probably
changed since the outbreak of war. The basic load of neces-
sary business trips and of travel by soldiers on leave is now
distributed more evenly throughout the year. On the other
hand, seasonal tourist and recreational traffic has declined.
Therefore, the curve of monthly ratios has flattened to some
extent.
The freight traffic has changed much less. Although mili-
tary movement is heavy throughout the year, the great bulk
of agricultural commodities must still be carried during a
comparatively short season.
G. Capacity.
(1) Potentialities of the system. Capacity of Bulgarian lines
is low. The railroads are neither well built nor well main-
tained. Steep grades and sharp curves increase the difficulties
of operation. Axle loads are generally low. The distances
between stations and sidings are longer than in most European
countries and the signal system is primitive. In addition,
Bulgarian freight cars are not equipped with continuous air-
brakes.
(2) Normal capacity of the lines. On most standard-gauge
lines, not more than 12 trains per day can be operated. Only
on a few lines can 16 trains per day be handled. Moreover, on
some standard-gauge lines and on all narrow-gauge lines,
only eight to ten trains can be operated per day. These esti-
mates are based on the assumption that the system has suf-
fered no damage from bombing, sabotage, or other activities;
that all facilities function normally, and that the supply of
locomotives and cars is sufficient to meet all demands. An
estimate has been made of the number oftrains which can be
operated continuously over the important routes in the coun-
try and over the international connections, including the
Ruse/Giurgiu ferry. (See Tables VII - 19 and VII - 36, and
Figure VII - 4.) The character of the lines has been taken
into consideration. After six days of continuous traffic, one
day should be allowed for general maintenance and for adjust-
ing the schedules of delayed shipments.
(3) Capacity under extraordinary conditions. No attempt
has been made to estimate capacity of lines under extraordi-
nary conditions, since all possible contingencies cannot be
foreseen. Under actual military conditions it may not be
possible to operate even the small number of trains given
above. The limited switching facilities in junctions may con-
stitute a severe handicap when traffic moves in other than the
usual directions, or moves in several directions at the same
time. The lack of experienced station and train crews and
the reduction of regular train speeds, and especially the insuf-
ficient supply of standard-gauge equipment or of narrow-gauge
equipment on individual lines, may seriously reduce capaci-
ties (see following sections).
(4) Speed. Since train speeds vary with the different char-
acteristics of the lines and the changing operating conditions,
no definite figures can be given for the speed of military trains.
It can be assumed, however, that on the principal lines con-
tinuous military movements would not average more than
12 miles per hour, since train speeds in Bulgaria are generally
very low.
(5) Demand and supply of equipment. The estimates given
in Tables VII - 19 and VII - 36 are based on capacity of lines
without considering availability of equipment. If full capac-
ity even on principal lines is desired much additional equip-
ment must be brought in. The following figures for equipment
requirements under varying conditions have been estimated
by computing locomotive and car miles for each particular
case and by making adequate allowance for performance of
locomotives and cars under varying conditions.
(a) For operating the lines 1, 2, 3, 4, 11, 12, 15, 16, 17,
19, 20, 203, 204 (shown in Figure VII - 2) to full capacity,
950 standard-gauge locomotives, 21,200 standard-gauge cars,
45 narrow-gauge locomotives, and 670 narrow-gauge cars .
would be needed.
(b) If on all other lines of the country, only a limited
amount of traffic (one train daily in_ each direction) were
operated, an additional 50 standard-gauge locomotives, 1,100
standard-gauge cars, 25 narrow-gauge locomotives, and 160
narrow-gauge cars would be needed.
(c) For operating all lines listed in Table VII - 36 to full
capacity, 1,400 standard-gauge locomotives, 33,000 standard-
gauge cars, 140 narrow-gauge locomotives, and 1,500 narrow-
gauge cars would be needed.
It is assumed that these locomotives are sufficiently effi-
cient to handle the amount of tonnage required. If helper
locomotives were required, the total number of locomotives
would have to be increased. All car requirements are given in
terms of freight cars, although passenger cars could be used
in their place for the transport of troops. If additional equip-
ment is brought in additional sidings, yards and maintenance
facilities will also be required.
(6) Weight of trains and trainloads. The weight of trains
is limited by such factors as grades, curves, and the maximum
permissible axle loads of the lines. In 1938, average gross
weight of freight trains on standard-gauge lines was 454
metric tons (500 short tons). About 30 per cent of the car
miles represented empty cars. Average tare weight of stand-
ard-gauge freight cars was nine metric tons (9.9 short tons)
and loading capacity, 16 metric tons (17.6 short tons) (Table
VII - 17). In general, however, loading capacity cannot be
fully utilized owing to the bulky nature of military equip-
ment, and the consequently unfavorable ratio between space
and weight. Taking these factors into consideration, it is esti-
mated that net loads of freight trains on a few standard-gauge
lines are between 300 and 400 metric tons (330 and 440 short
tons), but on all other lines under 300 metric tons (330 short
tons). Net loads on narrow-gauge lines are much lower.
Tables VII - 19 and VII - 36, as well as Figure VII - 4 give
estimates of the gross weight (trailing weight, not including
locomotives and tenders) and net load per train, as well as
of the average daily net loads in each direction on all impor-
tant lines and on the international connections under regular
Operating conditions. These figures apply to the main direc-
tion of traffic movement and empty car movements are not
considered.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
?
TO BUCHAREST
Calafat
U M A
?
Giurgith.,
? Ruse
Y
^ Turtucaia
Corabia
Turnul-Magurele
N.
TO BEOGRAD
VIA NI%
Cl) \.
yueshevo
0 \.
Brusartsi
N.
N.
.1
Caribrod
\. Radomir
01,
Pernik
Vurba
lzvorite
\.
Petrich
(TO THESSALONIKE
303
423 /evski
Yasen
Zimnicea
Svishchov
Oresh
Cherven Brag
ezdra Lovech
Gorna-Orekhovitsa
N.
TO CONSTANTA
AND BUCUREVI
N\
.0borishche
Shumen
Kaspichan
22 Varna
ovkov
Staro Orekhovo
Plachkovtsi
Ilientsi
'SOFIYA
C Ensko
Makotsevo
Saranovo
Sopot
.30
Karlovo
Stara Zagora
02
Nova Zagora
301
Zimnitsa
Karnobat
302
Q,Rudnik
Sarafovo
Burga
Filipov
0 Plovdiv
Krumovo
Krichim
.yol?
Peshchera
Asenovgrad
Rakovski
363
Zlati -dol
5vilengrad
\
/*\.,.?\ )
./. Momchilgrad
G. Todorov f.-...?.."''''N
(
... ._...? ) 701STANBUL \
/ ?-.., i AND
...----",?-????"'"?-.."-? ''''''.. ...-".?
Kulata )
It. .-., N TO ALEXANDROUP011y
G E 1
--- E ....-? ...--. ..,
303 110 TO ALEXANDROUPOL/S C
.N. \..
t../..?.,
(....--/
Sidhirokastron
TUR K E Y
BULGARIA: CAPACITIES OF SELECTED RAILROADS
302 AVERAGE NET LOAD
(SHORT TONS) PER TRAIN
SHOWN IN BLACK
(UNDER NORMAL OPERATING CONDITICNS)
SCHEMATIC MAP
AVERAGE DAILY CAPACITIES OF SELECTED LINES IN EACH DIRECTION
NUMBER OF TRAINS PER DAY
IN EACH DIRECTION
SHOWN IN RED
Under 500 500-2500
2501-5000 5001-6000 6001-7750
MAP NO. 2566
15 SEPTEMBER 1943
Reliability Code: 28-- 28-- 2
COMPILED AND DRAWN IN THE BRANCH OF RESEARCH AND ANALYSIS, OSS
LITHOGRAPHED IN THE REPRODUCTION BRANCH, OSS
6-01.001.0001.000VIT171.1.0-6/c1CIN-V10 6Z/80/000Z eseeieN .10d peA0.1ddV
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
H. Vulnerable points.
Owing to the nature of the terrain, the network of the
Bulgarian railroads is highly vulnerable. There are a great
many bridges and tunnels which can easily be destroyed from
the air, by sabotage, or by ground forces. Many bridges are
located in gorges and narrow valleys where repairs are diffi-
cult. In many places, bridges and tunnels follow each other,
as near Gorna Dzhumaya (line 202), where there is a bridge
with a tunnel on each end, and on the Ruse/Stara-Zagora
section (line 17) where there is a series of bridges and tunnels
in the difficult terrain of the Stara-Planina. (The more impor-
tant bridges and tunnels are listed in Tables VII - 37 and
VII - 38 and are shown on Figure VII - 2.)
Major junctions are Sofiya (lines 1, 2, 3, 5, 104); Gorna
Orekhovitsa (lines 2, 17); Plovdiv (lines 1, 12, 14, 106, 107);
Stara-Zagora (lines 12, 17), and Dubovo (lines 11, 17).
Ruse (lines 17, 19, 112, 306), with its rail ferry, is the impor-
tant border terminus for Rumanian traffic. None of these sta-
tions covers a large area and therefore could be destroyed by a
limited number of bombs. Their destruction would seriously
interrupt the flow of traffic. Larger switching facilities are in
Sofiya, in Pernik (line 3) (coal traffic), as well as in Plovdiv,
Varna and Burgaz (port traffic). The only large repair shop
is in Sofiya. Other repair shops and almost all roundhouses
are of small capacity. (Workshops, roundhouses, and switch-
ing yards are described in Tables VII - 33, VII - 34, and.
VII - 35. These facilities and the railroad stations are shown
on Plan VII - 1.)
I. Lines under construction.*
(1) BatanovtsilKostinbrod 59 kilometers (37 miles), Line
401. This line will be a loop between the Orient Express
(line 1) on one hand and the Struma Valley (line 4) and the
future line to Skoplje, Yugoslavia, which is now under con-
struction (412). No information is available as to the progress
of work. However, it is certain that the line is not yet in
operation.
(2) Goma DzhumayalFrontierlKotane, Yugoslavia, 16
kilometers (10 miles), Line 402. This line will link the Struma
Valley line with the Veles/Ko6ane branch of the Skoplje/
Thessaloniki, Greece, route. Work began late in 1941 and is
still in progress, but will not proceed with much speed be-
fore the standard-gauge line through the Struma Valley is
completed.
(3) BanskolSimitli 39 kilometers (24 miles), Line 403.
This line will connect the Struma Valley line with the recently
completed Belovo/Bansko line, a branch of line 1. No in-
formation of the progress of work is available. It is doubtful
whether, it is being pushed.
(4) BanskolNevrokop 56 kilometers (35 miles), Line 404.
After the Belovo/Bansko line was recently completed, work
began on this line and still is in progress.
(5) Simitiil Frontier! Sidhirbkastron, Greece, 61 kilometers
(38 miles), Line 405. This standard-gauge line, which will re-
place the existing narrow-gauge line, is of particular strategic
importance as a connection to Thessaloniki. The German
Todt organization takes actual part in the work and forced
labor is being employed. Standard-gauge operation ends at
Simitli or Krupnik and will probably be extended to Sv.
*See Plan VII - 1.
Page Vii- 21
Vrach in October 1943. Completion of the line is scheduled
for 1944.
(6) Makotsevo/Sopot 100 kilometers (62 miles), Line 406.
This line is the still-uncompleted link between the existing
sections of the Sub-Balkan line (5, 11). Work had begun in
1941. It is not certain whether it is continuing at present.
(7) Momchilgradl ZlatogradlPolianthos, Greece, 47 kilo-
meters (29 miles), Line 407. This line will be a continuation
of the north-south route of Ruse/Momchilgrad into former
Greek territory, and will provide a connection to the Aegean
Sea points. Work started at the end of 1941. In July 1942, the
old frontier at Zlatograd had not been reached. No informa-
tion is available about the present situation.
(8) Lovech Troyanl Kurnare 59 kilometers (37 miles), Line
408. This line is a new north-south connection between the
Levski/Lovech and the Sub-Balkan lines. No information
about the progress of work is available.
(9) LeskovetslElena 32 kilometers (20 miles), Line 409.
The progress of work on this branch of the Sofiya/Kaspichan
(line 2) is not known.
(10) Popovo Razgradl Isperikh Silistra, Rumania, 126 kil-
ometers (78 miles), Line 410. A new line is under construc-
tion into the Dobrogea area with possible continuation to
Silistra on the Danube. No information about the progress of
work is available.
(11) PreslavIVrbitsa 27 kilometers (17 miles), Line 411.
No information is available on the progress of work on this
branch of the Sofiya /Kaspichan line.
(12) MurnalSindel 35 kilometers (22 miles), Line 412.
This line will be an important connection between Varna
and Burgaz and between Ruse and Burgaz.
(13) GyueshevolFrontierlKumanovo, Yugoslavia two kilo-
meters (one mile), Line 413. This will be a new connection
(short section in Bulgaria proper) between Sofiya and Skoplje,
Yugoslavia, on the Ni/Thessaloniki line. Work was begun
in February 1942. Some portion of the line is completed. It is
expected to be open within two years.
(14) Sofiya/Pernik 33 kilometers (21 miles), Line 414.
A new connection between Sofiya and the mining town of
Pernik.
J. Projected lines.
As far as information is available, no work has begun on
any of the following projected railroad lines.
(1) BankyalPernik 20 kilometers (12 miles), Line .501.
A connection between the mining town of Pernik and the
summer resort of Bankya is planned.
(2) Batanovtsi/BreznikITrn 60 kilometers (37 miles),
Line 502. This line will serve as a branch of line 401.
(3) Vidin/Ku/a 35 kilometers (23 miles), Line 503. A
connection of Kula to the Danube at Vidin is planned.
(4) PetrichlFrontierlUdovo, Yugoslavia, 23 kilometers
(14 miles), Line 504. A new connection from the Struma into
the Vardar Valley in former Yugoslav territory is projected.
(Continued on page VII- 40)
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII -22
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Elevation in Feet
2500
2000
1500
1000
500
Minimum Radius
of Curves feet
Grads %-
Grade %
Distance from
Sofia. Miles.
co
CO
2
In
01
0
CD
Stations
;
0 CO
cr
In
en
Cli
At
CD
0.1
p.
010
man to
S.
CO
0
Jig
30.?
0
0
0
Illustration VII - 14. Profile Sofiya?Saranovo Section on Caribrod/Svilengrad Line.
Illustration VII - 15. Pernik.
Railroad yard on the Sofiya/Radornir/Simitli route. (Line 3.)
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Page VII - 23
Illustration VII - 16 (a), Bulgarian National Railroads.
2-12-4 Standard-gauge Tank Locomotive. (Table VII - 28.)
e
it liaorhrohr
12? Hel7roOro
? la I I Lill"
o
---::?? 58-
I
10:114.111-
,
Imo
1111-17
-411-0
?Maw ar-i?
45,
la la
- 1150-- ----2200- ' 1500 /? MOO I ' 1600 1500 1500
L
VerstInehba f--,
t ZS I fest - WO
1000 - 8000
18205
1500 2800
'feu/ rerschreMar 3.5
Illustration VII - 16 (6). Bulgarian National Railroads.
Drawing of 2-12-4 Standard-gauge Tank Locomotive. Dimensions are in millimeters (one millimeter=0.328 foot).
Illustration VII - 17. Bulgarian National Railroads.
Drawing of 0-10-0 Standard-gauge Locomotive. (Table VII - 28.) Dimensions are in millimeters (one millimeter=0.328 foot).
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII- 24 COMMUNICATIONS AND TRANSPORTATION
Illustration VII - 18 (a). Bulgarian National Railroads.
2-4 + 4-0 Standard-gauge Locomotive. (Table VII - 28.)
Illustration VII - 18 (b). Bulgarian National Railroads.
Drawing of a 2-4 + 4-0 Standard-gauge Locomotive. Figures pointing to axles are metric tons.
Dimensions are in meters (one meter 3.28 feet).
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Page VII- 25
-
1040d
L
Illustration VII - 19. Bulgarian National Railroads.
Drawing of 2-10-0 Standard-gauge Locomotive. Dimensions are in millimeters (one millimeter = 0.328 foot). (Table VII - 28.)
- ,
11 LAP
2500 r on ? rtk, ? Y500
" 84,00
Illustration VII - 20. Bulgarian National Railroads.
Drawing of 2-6-2 Standard-gauge Tank Locomotive. Dimensions are in millimeters (one millimeter = 0.328 foot). (Table VII - 28.)
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII -26 COMMUNICATIONS AND TRANSPORTATION
ETE5 co
difautrnk
1Z7 Invite/ire ,
-wail\. 41Itr11114111"'Zill
:3 c 74i3moztommialopppatmesionmlill
I bri ThNr
add I I I 1.1. ? 41 1.74 I I I I I I I I 11,W "44 I II MI I I I I I I I IMI" I
3000? fa_- -1900 -
ir? 7L 3800-
- -/ - 5700
18550 71' -- -
21#00 -
Skkr 57nni gbgedrehl
Fig. 10
sv- -7900 ? ? 2800 -- 1250
11500
Illustration VII - 21. Bulgarian National Railroads.
2-8--2 Standard-gauge Locomotive. Dimensions are in millimeters (one millimeter 0.328 foot). (Table VII - 28.)
Illustration VII - 22. Bulgarian National Railroads,
2-8-2 Standard-gauge, Express Locomotive.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION Page VII -27
TABLE VII - 16
BULGARIA, PRINCIPAL RAILROAD LINES (STANDARD GAUGE) AND THEIR CHARACTERISTICS*
MAXIMUM
MAXIMUM
MAXIMUM
MAXIMUM
DISTANCE
BETWEEN
LINE
LENGTH OP LINE
AXLE LOAD
GRADE
CURVATURE
STATIONS
PRINCIPAL CONNECTIONS
No. LINES
MILES
(MET. TONS)
(PER CENT)
(DEGREES)
Km.
MILES
WITH THE FOLLOWING LINES
1. Caribrod, Yugoslavia/Svileugrad....
364
226
17 (a)
2.5 (c)
60 4
13
8
At Voluyak, line 103; at Sofiya, lines
14 (b)
1.5 (d)
2, 3, and 104; at Saranovo, line 204; at
(Profile of Sofiya/Saranovo
Pazardzhilc, line 205; at Krichint, line
Section Illus. VII - 14)
13; at Plovdiv lines 12, 14, 106, and
107; at Rakovski, lines 15 and 16; at
Zlati-dol, line 113.
2. Sofiya /Kaspichan (Kaspichan /Varna
on line 19)
459 (e)
285 (e)
17 (f)
2.5
80 7'
13
8
At Sofiya, lines 1, 3, and 104; at
14(g)
.
Mezdra, line 6; at Cherven-Breg, line
206; at Yasen, line 8; at Levski, line 9;
at Gorna Orekhovitsa, lines 17 and
111; at Tsar Krum, line 115; at Shurnen,
line 18; at Kaspichan, lines 19 and 207.
3. Sofiya /Radomir /Simitli
143 (h)
89 (h)
17 (i)
14(j)
2.0
5? 8'
8
5
At Sofiya, lines 1,2, and 104; atPernik,
line 105; at Vrba, line 4; at Dupnitsa,
line 201; at Kocherinovo, line 202.
4. (Sofiya/Vrba on line 3) Vrba/
Gyueshevo
84
52.
14
2.5
80 7'
10
6
At Vrba, line 3.
5. Ilientsi/Makotsevo (k)
46
29
14
1.5
7?O'
19
12
At Ilientsi, line 2.
6. Mezdra/Lom
119
74
14
2.2
80 7 1
11
7
At Mezdra, line 2; at Boichinovtsi,
line 102; at Brusartsi, line 7.
7. Brusartsi/Vidin
87
54
14
2.5
6?4'
10
6
At Brusartsi, line 6; at Vidin, line 101.
8. Yasen/Somovit/Nikopol
47
29
14
1.5
7? 0'
6
4
At Yasen, line 2.
9. Levski /Svishtov
48
30
14
L5
50 81
12
8
At Levski, lines 2 and 10; at Oresh,
line 109.
10. Levski/Lovech
47
29
14
1.5
70 0'
16
10
At Levski, lines 2 and 9.
11. Zirtinitsa /Dubovo/Sopot (1)
177
110
14
1.6
7? 0' (m)
11
7
At Zinmitsa, line 12; at Dubovo, line
3? 5'(n)
17; at Karlovo, line 107.
12. Plovdiv/Burgaz
293
182
14
1.2
6? 5'
15
9
At Plovdiv, lines 1, 14, 106, and 107;
at Mikhailovo, line 16; at Stara
Zagora, line 17; at Nova Zagora, line
113; at Yambol, line 114; at Zimnitsa,
line 11; at Karnobat, line 18; at
Burgaz, lines 118 and 209.
13. Krichim/Peshtera (0)
28
17
14
2.6
44'
12
8
At Krichim, line 1.
14. Krurnovo/Asenovgrad (p)
10
6
14
1.3
4?4'
10
6
At Krumovo, line 1.
15. Rakovski/ Momchilgrad
100
62
14
2.5
7?O'
14
9
At Rakovski, lines 1 and 16.
16. Mikhailovo/Rakovski
31
19
14
1.5
5?8'
10
6
At Mikhailovo, line 12; at Rakovski,
lines 1 and 15.
17. Ruse/Stara Zagora (1)
258
160
14 (q)
2.5
7?8'
15
9
At Ruse, lines 19 and 112; at Gorna
17 Cr)
Orekhovitsa, lines 2 and 111; at
Tsareva Livada, line 110; at Dubovo,
line 11; at Stara Zagora, line 12.
18. Shumen/Karnobat
133
83
14
1.2
4?4'
10
6
At Shutnen, line 2; at Karnobat, line 12.
19. Ruse! Varna
225
140
14
2.4
90 1,
22
14
At Ruse, lines 17 and 112; at Kaspi-
chan, lines 2 and 207; at Sindel, line
117; at Iovkovo, line 20; at Varna,
line 116.
20. Iovkovo/Oborishte
52
32
14
(s)
(s)
14
9
At Iovkovo, line 19.
Total
2,751
1,708
(a) Caribrod/Sofiya/Plovdiv.
(b) Plovdiv/Svilengrad.
(c) Dragoman/Belovo.
(d) Belovo/Svilengrad.
(e) Double track, Voluyak/Iskr (short distance beyond station)-20 kms. (12 mi.).
(f) Sofiya/Goma Orekhovitsa.
(g) Goma Orekhovitsa/Kaspichan.
(h) Double track, Pernik to Vladaya-14 lam. (9 miles).
(i) Sofiya/Pernik.
(i) Pernik/Simitli (Izvorite).
*See Plan VII - 1.
(k) Makotsevo/Sopot section under construction.
(1) Section, Dubovo/Tulovo-8 kms. (5 Piles), forms part of lines 11
Length of this section included only in line 17,
(m) Zimnitsa/Dubovo.
(n) Ka zanl k/Karlovo ?
(o) Section to Batak under construction.
(p) Projected to continue line to Ustovo.
(q) Ruse/Plachkovtsi.
(e) Plachkovtsi/Stara Zagora.
(s) No information.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
and 17.
Page VII -28
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
TABLE VII - 17
BULGARIA, OTHER LINES (STANDARD GAUGE) AND THEIR CHARACTERISTICS*
MAXIMUM
MAXIMUM
DISTANCE
BETWEEN
LINE
LENGTH OP LINE
AXLE LOAD
STATIONS
No. Lx.srEs
Km.
MILES
(MET. TONS)
Km. MILES PRINCIPAL CONNECTIONS WITH THE FOLLOWING LINES
101 Vidin/Vidin Port.
1.5
1
14
(a) (a) At Vidin, line 7.
102 Boichinovtsi/Berkovitsa
36
22
14
14 9 At Boichinovtsi, line 6.
103 Voluyak/Bankya
11
7
14
(a) (a) At Voluyak, line 1.
104 Sofiya Loop Line
24
15
14
(a) (a) At Sofiya, lines 1, 2, and 3.
105 Pernik Branch Line
1.5
1
14
(a) (a) At Pernik, line 3.
106 (Plovdiv/Filipovo on line 12) Filipovo/Pana-
gyurishte
71
44
14
2.2. 14 At Filipovo, lines 12 and 107.
107 (Plovdiv/Filipovo on line 12) Filipovo/Kar-
lovo
60
37
14
18 11 At Plovdiv, line 1; at Filipovo, lines 12 and 106; at
Dolna Makhala, line 108.
108 Dolna Makhala/Khisar
11
7
14
(a) (a) At Dolna Makhala, line 107.
109 Oresh/Belene
13
8
14
(a) (a) At Oresh, line 9.
110 Tsareva-Livada/Gabrovo
17
11
14
(a) (a) At Tsareva-Livada, line 17.
111 Gorna Orekhovitsa/Leskovets
6
4
14
(a) (a) At Gorna Orekhovitsa, lines 17 and 2.
112 Ruse Loop Line (b)
5
3
14
(a) (a) At Ruse, lines 17 and 19.
113 Zlati-dol/Nova Zagora
62
39
14
23 14 At Zlati-dol, line 1; at Nova Zagora, line 12.
114 Yambol/Elkhovo
43
27
14
12 8 At Yambol, line 12.
115 Tsar Krum/Preslav
7
4
14
7 4 At Tsar Krum, line 2.
116 Sindel/Staro Orekhovo
28
17
14
(a) (a) At Sindel, line 19.
117 Burgaz/Pomoriye
25
16
14
(a) (a) At Burgaz, lines 12 and 209; at Sarafovo, line 209.
Total
Total Standard Gauge
(a) No information.
(b) Section of loop not included in lines 17 and 19; all of which forms a loop line around Ruse.
*See Plan VII - 1.
422 263
3,173 1,971
TABLE VII - 18
BULGARIA, NARROW-GAUGE LINES AND THEIR CHARACTERISTICS*
MAXIMUM
DISTANCE
MAXIMUM
MAXIMUM
MAXTMU
BETWEEN
LINE
LENGTH OF LINE
AXLE LOAD
GRADE
CURVATURE
STATIONS
PRINCIPAL CONNECTIONS
No. Lis
K.
MILES
(MET. TONS)
(PER CENT)
(DEGREES)
Km.
MILES
WITH THE FOLLOWING LINES
201 Dupnitsa/Bobov-dol (a)
13 (b)
8 (b)
(c)
(6)
(c)
(6.)
At Dupnitsa, line 3.
202 Kocherinovo/Rilski
Mnastir (d)
41 (b)
26 (b)
(c)
(c)
(c)
(c)
(c)
At Kocherinovo, line 3.
203 Simitli/Petrich (e)
70 (b)
44 (b)
14
2
2?5'
12
8
At General Todorov, line 204.
204 General Todorov/Kulata (f) .
14 (b)
9 (b)
(c)
(c)
(c)
(c)
(c)
At General Todorov, line 203.
205 Saranovo/ChepinoJIztok/
Bansko (g)
115 (h)
72 (h)
14
3.0 (i)
34? 9' (j)
15
9
At Saranovo, line 1; at Varvara,
line 206.
206 Pazardzhik/Varvara
17 (h)
11 (h)
9.5
1.5
23? 3'
(c)
(c)
At Pazardzhik, line 1; at Varvara,
line 205.
207 Cherven-Breg/Orekhovo
104 (h)
65 (h)
14
2.0
21? 8' (k)
11
7
At Cherven-Breg, line 2.
208 Kaspichan/Tod. Ikonomovo
(Krania)
57 (b)
35 (b)
(c)
(c)
(c)
11
7
At Kaspichan, lines 2 and 19; at
Ruzhitsa, line 209.
209 Ruzhitsa/Bozhidar
8 (b)
5 (b)
(c)
(c)
(c)
9
6
At Ruzhitsa, line 208.
210 Burgaz/Sarafovo/Rudnik
24 (b)
15 (b)
(c)
(6)
(c)
(c)
At Burgaz, lines 12 and 118; at
Sarafovo, line 118.
463
290
Total Narrow Gauge
Grand Total
3,636
2,261
(a) Line is being converted to standard gauge.
(0 Gauge 60 cm. (1 ft. 111A in.)
(c) No information.
(d) From Pastra/Rilski Mnastir, privately-owned line, operated by the government.
(e) Narrow-gauge continuation of standard-gauge Sofiya/Simitli line. At present, it
is being converted to standard gauge.
?00 At present, it is being converted to standard gauge.
*See Plan VII - 1.
(g) Line in course of construction beyond Bansko. No details available.
(h) Gauge 76 cm. (2 ft. 6 in.)
(i) Saranovo/Chepino. No details available for rest of line, but maximum almost
certainly 3.0 per cent.
(j) Saranovo/Chenino. No details available for rest of line.
(k) Chetven-Breg/Bela Slatina.
(1) Bela Slatina/Orekhovo.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Page VII -29
BORDER STATION
A. YUGOSLAVIA
TABLE VII - 19
BULGARIA, INTERNATIONAL CONNECTIONS WITH BULGARIA AND THEIR CAPACITIES*
LINE
CONNECTION
NUMBER or AVERAGE GROSS
TRAINS PER WEIGHT PER TRAIN (a)
DAY IN EACH METRIC SHORT
DIRECTION TONS TONS
NET LOAD
PER TRAIN
METRIC SHORT
TON'S TONS
AVERAGE DAILY NET
LOAD IN EACH
DIRECTION
METRIC SHORT
TONS TONS
1. Caribrod
301 Nig /Beograd
16
770
847
385
424
6160
6776
B. RUMANIA
1. Vidin (b)
302 Calafat/Craiova (/Bucure0)
16
880
968
440
484
7040
7744
2. Boril or Gigen (c)
303 Corabia (/Bucure0)/Piatra. Oft
12
440
484
220
242
2640
2904
3. Nikopol (b)
304 Turnul Magurele/R*orii de Vede (/Bucure?ti)
12
440
484
220
242
2640
2904
4. Svishtov (b)
305 Zimnicea/RoO.orii de Vede (/Bucure0)
12
660
726
330
363
3960
4356
5. Ruse
306 Train Ferry; Ruse/ Giurgiu
10
440
484
220
242
2200
2420
307 Giurgiu/Videle (/Bucurqti)
16
660
726
330
363
5280
5808
308 Giurgiu/Bucure?ti (/Ploe?ti)
16
880
968
440
484
7040
7744
6. Turtucaia (c)
309 Oltenita/Mogo?Oaia/Bucure?ti .
16
660
726
330
363
5280
5808
7. Oborishte
310 Botevo /Dobrich/Medgidia
(/Constanta and Bucure?ti)
16
660
726
330
363
5280
5808
C. GREECE
1. Svilengrad
311 Ormenion/Pithion/AlexandroUpolis/
Istanbul
10
550
605
275
303
2750
3025
2. Kulata
312 Sidhirokastron/AlexandroUpolis
(Borisgrad) and Thessaloniki
10
550
605
275
303
2750
3025
(a) Trailing weight (not including locomotives and tenders).
(b) No through connection across the Danube.
(c) No railroad connection in Bulgaria and across the Danube.
*See Figure VII - 4.
TABLE VII - 20
BULGARIA, COMPARISON OF RAILROAD DENSITY TO OTHER COUNTRIES
RAILROAD
MILEAGE
AREA POPULATION
COUNTRY SQ. MI. POPULATION PER SQ. MI. MILES
RAILROAD MILEAGE
PER 100 PER 10,000
SQ. MI. POPULATION
Bulgaria
39,825
6,385,000
160 2,261
5.7
3.5
(FOR COMPARISON)
Rumania
113,884
19,933,000
175 7,068
6.2
3.6
Yugoslavia
95,849
15,400,000
161 6,468
6.8
4.2
Italy
119,764
42,445,000
360 14,255
11.9
3.2
France
206,776
39,300,000
190 27,307
13.3
7.0
United Kingdom
96,000
47,485,000
494 20,682
21.5
4.4
United States
3,027,000
131,669,000
43 251,819
8.3
18.6
Germany (proper)
186,080
73,692,000
395 38,884
20.8
5.3
TABLE VII - 21
BULGARIA, PRIVATE INDUSTRIAL AND OTHER RAILROAD SIDINGS
A. STANDARD GAUGE
Typi& or
ESTABLISHMENT
OWNER
POINT OF JUNCTION
RAILROAD STATION
LENGTH
MET. YDS.
TYPE OP
ESTABLISHMENT
OWNER
POINT OF JUNCTION
RAILROAD STATION
LENGTH
MET. YDS.
1
Ceramics
Izidk
Novoseltsi
663
725
20
Mineral oils
Petrol
Burgaz Port
390
426
2
Sugar mill
Sugar Co.
Zaharna-Fabrika
595
651
21
Petroleum
Petrol
Ruse
1,335
1,460
3
Distillery ?
T. Balabanov
Mezdra
866
947
22
Steam mill
A. Peltekov
Plovdiv
533
583
4
Distillery
Holding Co.
Plovdiv
207
227
23
Great mills
Holding Co.
Burgaz
1,072
1,173
5
Steam mill
P. Petrov
Yambol
465
508
24
Mill
Stoyanov Brothers
Kreta
133
145
6
Steam mill
Bonev-Penchev
Kharmanli
269
294
25
Steam mill
Keleshov Brothers
Chirpan
218
238
7
Steam mill
Nadezhda
Voenna-Rampa
612
669
26
Mill
R. Lambrev
Kyustendil
190
208
8
Former distillery
Yantra
Gorna Orek-
hovitsa
536
586
27
Mill (water
and steam)
N. Sapundzhiv
Ferdinand
223
244
9
Sugar mill
Bulgarian Czech
Company
Gorna Orek-
hovitsa
4,825
5,279
28
Chemical
Company for
Chemical
Kostinbrod
470
514
10
Cement
Granitoid
Batanovtsi
358
391
Production
11
Elevator
Food Export
Directorate
Blgarovo
2,695
2,948
29
Repair shop
for cars and
Cars and Engines
Factory, Holding
Sofiya
588
643
12
Sugar mill
Bulgarian Co.
Filipovo
2,883
3,153
engines
Company
13
Brewery
Brewing Co.
Shumen
5,510
6,028
30
Portland ce-
Granitoid
Podueni
327
357
14
Sugar mill
Sugar Co.
Ruse
1,641
1,795
ment depot
15
Steam mill
Bulgarian Com-
mercial Bank
Cherven-Breg
255
279
31
Vegetable oil
factory
Refina
Varna
380
415
16
Vegetable oils
Olivia
Zemen
183
200
32
Petroleum
Petrol
Plovdiv
194
212
17
Bricks
Rabotnik
Voennen Arsenal
240
262
depots
18
Military line
Ministry of War
1.5 km. beyond
Vrattsa
715
782
33
Petroleum
depot
Bulgarian Agri-
cultural Bank
Belozem
218
238
19
Coal mine
Mining Co.
Plachkovtsi
685
749
34
Mill
Record
Gavren
285
312
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII -30 COMMUNICATIONS AND TRANSPORTATION
TABLE VII - 21 (Continued)
TYPE OF
ESTABLISHMENT
OWNER
POINT OF JUNCTION
RAILROAD STATION
LENGTH
MET. YDS.
TYPE OF
ESTABLISHMENT
OWNER
POINT OF JUNCTION
RAILROAD STATION
LENGTH
MET. YDS.
35
Repair shop for
railroad cars
First Bulgarian
Factory of rail-
Kr. Batalion
195
213
56
Sugar mill
Bulgarska Zakhar
Dolna Mitro-
poliya
1,287
1,408
and engines
road cars and
57
Mill
Br. Badzhev
Sofiya
314
343
engines
58
Vegetable oils
Rafina
Podueni
306
334
36
Glass factory
Holding Company
Belevo
1,136
1,243
59
Cotton mill
Tsar Boris
Varna
408
446
37
Brick factory
Tundzha
Yarnbol
261
285
60
Slaughterhouse
Klanitsa
Podueni
596
652
38
Mill
Ustrem
Devna
654
715
(Sofiya)
39
Power station
Electrical Com-
pany in Sofiya
and Bulgaria
Kurilo
1,301
1,423
61
Glass
Bulgaria-Belgian
Co. Cristal
Km. 34.390 on
line Sofiya/
Got. Dzhumaya
262
286
40
Nail factory
Veriga
Burgaz
332
363
62
Bed factory
Azmanov
St. Zagora
52
57
41
Rice mill
Maritsa
Filipovo
408
446
63
Paper mill
Maritsa
Kostenets-Banya
117
128
42
Petroleum depot
Petrol
Burgaz
184
201
64
Petroleum depot
Petrol
Voenna-Rampa
840
918
43
Mill
Orient
Levski
247
270
(Sofiya)
44
Boat,
Koralovag
Varna
707
773
65
Paper mill
Sam Patak
Belovo
140
153
locomotive and
car factory
66
Depot
Granitoid
Kr. Batalion
(Sofiya)
80
87
45
Tile factory
They Brothers
Brusartsi
528
577
67
Tube factory
Bulgarian Tube
Dragalevtsi
130
142
46
Power station
Vucha
Plovdiv
1,405
1,537
Industry
(Sofiya)
47
Bricks and tiles
P. Katopaktichev
Plovdiv
462
505
68
Rice mill
Company for
Filipovo
330
361
48
Ore depot
Plakalnitsa
Burgaz
88
96
Industry and
49
Coal
Mina Pernik
Pernik
2,852
3,120
Commerce
50
Coal mine
Cherno More
Burgaz Port
386
422
69
Oil refinery
First Bulgarian
Ruse
400
437
51
Vegetable oils
and preserves
A. M. Chaliovsky
& Sons
Burgaz
405
443
Co. for Petroleum
Industry
factory
70
Ceramics
Napreduk
Kaspichan
60
65
52
Privileged
export
Gvardin &
Ramchikan
Levski
248
271
71
Public ware-
house
Community of
Sofiya
.Sofiya
460
503
slaughterhouse
72
Textiles
Prince Kiril
Kurilo
244
267
53
Cement
Lev
Lev
632
691
73
Ceramics
Iv. Zhelezarev
Pleven
206
225
54
Vegetable oil
factory
Mikhov, Tchev-
venkov & Kolichev
Filipovo
157
172
74
Oil refinery
Nacho Nachev
Ruse
323
353
--
55
Mill
Bugarchev's Sons
Podueni
426
466
Total
50,328
55,038
B. NARROW GAUGE
1
Tile factory
G. Dimitrov
Km. 75.938 on line
560
613
5
Caolin factory
Co. Caolin Varna
Bozhidar
150
164
Dupnitsa/Petrich
6
Lumber mill
A. Palankov
Km. 37.725 at
63
68
2
Ceramics
Kitka
Novi/Pazar
165
181
Ladzhene station
3
Lumber mill
Mihailov
Km. 37.725 at
68
74
Ladzhene station
4
Wool works
Yundola &
Km. 37.725 at
50
55
Total
1,056
1,155
Arab Gol
Ladzhene station
Grand total
51,384
56,193
TABLE VII - 22
BULGARIA, GRADES ON STANDARD- AND NARROW-GAUGE LINES OF NATIONAL RAILROADS
A. STANDARD GAUGE
LENGTH OF SECTIONS
BULGARIA
Mi.
BULGARIA
PER CENT OF TOTAL LENGTH OF LINE
GERMANY ITALY RUMANIA
YUGOSLAVIA
1. Level Sections
817
508
27.9
27.2
22.6
28.5
39.6
2. Sections on Grades
(a) Up to 0.5%
802
498
27.4
39.7
37.7
46.7
37.1
(b) 0.5 to 1%.
518
322
17.7
19.7
20.3
16.7
12.7
(c) I to 2.5%
791
492
27.0
12.6
17.3
8.0
10.0
(d) Over 2.5%
-
--
0.8
2.1
0.1
0.6
Total
2,111
1,312
72.1
72.8
77.4
71.5
60.4
Total Standard Gauge
2,928
1,820
100
100
100
100
100
B. NARROW GAUGE
1. Level Sections
119
74
27.1
21.6
20.5
29.4
21.6
2. Sections on Grades
(a) Up to 0.5%
77
48
17.6
23.2
7.3
30.6
34.1
(b) 0.3 to 1%
70
44
16.0
16.0
6.0
22.0
18.1
(c) 1 to 2.5%
173
107
39.3
32.2
42.1
17.9
23.5
(d) Over 2.5%
-
-
-
7.0
24.1
0.1
2.7
Total
320
199
72.9
78.4
79.5
70.6
78.4
Total Narrow Gauge
439
273
100
100
100
100
100
Grand Total
3,367
2,093
100
100
100
100
100
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
mn
o
-1
X
(D
oT
Cl)
(D
TABLE VII - 23
BULGARIA, WATER SUPPLY FOR LOCOMOTIVES, 1935
No. op
LINE
3>
1
103
104
14
15
2,19
20
116
111
2, 8
2,5
17
110
11
11
12
114
113
12, 107
12, 106
4=k?
3,4
6,7
6
102
3
9, 10
9, 109
CD19
LINE
Caribrod/ Svilengrad
W uyak/Bankya
Sofiya Loop Line
Krumovo/Asenovgrad
Rakovski/Momchilgrad
Sofiya/Varna'
Iovkovo/Oborishte
Sindel/Staro Orehovo
G. Orekhovitsa/Leskovets .
Pleven/Samovit2
Sofiya/Nakmsevo8
Ruse/St.-Zagora
Tsareva-Livada/Gabrovo
Tulovo/Kazanlk4
Dubovo/Zimnitsa4
Plovdiv/Burgaz
Yambol/Elhovo
Nova Zagora/Zlatidol.
Plovdiv/Karlovo'
P1ovdiv/Panagyurishte8
Sofiya/Gyuesbevo8
Mezdra/Win7
om
Brusartsi/L8
Boichinovtsi/Berkovitsa
Radorair/Dupnitsa2
Svishtov/Lovech .
Svishtov/Belenel?
Ruse/Kaspichan"
TOTAL
LENGTH
IN MILES
226
7
15
6
62
336
32
17
4
26
32
160
11
9
58
182
27
39
42
47
85
112
14
22
27
59
15
88
1,760
Max.
No. o Disr.
s
WATER BETWEEN
STATIONS STATIONS
(MILES)
17 33
_
?
? ?
4 26
24 24
3 14
1 ?
?
1 15
1 29
11 27
2 10
1 9
2 27
9 28
1 27
? ?
3 21
3 30
6 25
5 28
1 14
2 14
1 27
2 30
? ?
3 32
103 *33
METHOD OF SUPPLY
MIX.ED
GRAV.
GRAVI- MECHAN- AND
TATION ICAL MECH.
1 15 1
_ __ _
? ? ?
? ? ?
1 3 ?
8 16 ?
1 2 ?
1 1 ?
? ? ?
1 ?
? 1 ?
3 8 ?
1 1 ?
1 ? ?
1 1 ?
2 5 2
? 1 ?
? ? ?
3 ?
1 2 ?
1 5 ?
? 5 ?
? 1 ?
? 2 ?
1 ? ?
1 1 ?
? ? ?
1 2 ?
25 76 3
SPRING
WATER
1
_
?
?
1
8
1
1
?
?
?
2
1
1
1
2
?
?
?
1
?
--
?
?
?
1
?
1
22
SOURCE
WELL
WATER
10
?
?
?
2
8
1
?
?
1
1
7
1
?
1
5
1
?
3
2
4
4
?
1
?
?
?
1
53
RIVER
WATER
4
?
?
1
6
?
?
?
?
?
2
?
?
?
?
?
?
?
2
1
1
1
?
?
19
MIXED
2
_
?
?
2
1
?
?
?
?
?
?
?
2
?
?
?
?
?
?
?
1
?
?
?
1
9
RESERVOIR CAPACITY
BELOW 1,765 TO OVER
1,765 3,530 3,530
Cu. FT. Cu. FT. Cu. FT.
4 14 5
_ _ _
? ? ?
? ? ?
1 1 ?
8 18 4
? 3 ?
? 1
? ? ?
1 ? ?
? 1 ?
1 10
1 1 ?
? ?
? 2 ?
? 11 ?
? 1 ?
? ?
? 1
? ?
2 5 ?
? 4
? 1 ?
? 2 ?
? 1 ?
? 2
-_? ?
? 1 2
18 80 11
8 INCHES
29
_
?
?
3
29
?
1
1
1
9
1
1
3
10
?
?
?
?
6
7
1
1
?
?
2
105
NUMBER OF SPOUTS
6 hicnas 4 INCHES OTHER
2 ?
_
_ _
? ? ?
? ? ?
2__ __
. 21 1 1
6 ? ?
? ? ?
? ? ?
? ?
? ?
10 ? 3
? 1
?
? 1 ?
? 4
? ? 1
? ? f
4 ? ?
1 1 1
8 ?
5 ?
? ?
2 ? ?
? ? ?
3 ?
? ? ?
4 ?
71 6 10
'Includes Kaspichan/Varna section of line 19 (Ruse/Kaspichan/Varna).
9Includes Pleven/Yasen (line 2).
'Includes Sofiya/Ilientsi (line 2).
*Section of line 11.
5Includes Plovdiv/Filipovo, section of line 12.
eIncludes Sofiya/Vrba (line 4).
'Includes Mezdra/Brusartsi, section of line 6.
5Section of line 6.
9Section of line 3.
"Includes Svishtov/Oresh, section of line 9.
uSection of line 19.
*Note: Greatest distance between stations on lines is 33 miles?one line, 39 miles long (Nova Zagora/llatidol), has no water station.
<
(D
a
71
C)
ms
CD
X
ic)
Page VII -32
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
TABLE VII - 24
BULGARIA, CURVES ON STANDARD- AND NARROW-GAUGE LINES OF NATIONAL RAILROADS
A. STANDARD GAUGE
LENGTH OF SECTIONS
BULGARIA
KM. MI.
BULGARIA
PER CENT OP TOTAL LENGTH OF LINE
GERMANY ITALY RUMANIA
YUGOSLAVIA
1. Straight Sections
1,906
1,184
65.1
66.7
68.9
77.0
73.2
2. Sections on Curves
(a) With radius of 500 meters
(1,640.4 ft.; 30 30') and over
(b) With radius less than 500 meters
(1,640.4 ft.; 30 30')
451
571
280
355
15.4
19.5
20.7
12.6
18.5
12.6
10.5
12.5
12.3
14.5
Total
1,022
635
34.9
33.3
31.1
23.0
26.8
Total Standard Gauge
2,928
1,819
100
100
100
100
100
B. NARROW GAUGE
1. Straight Sections
269
167
61.3
59.9
50.7
74.4
61.3
2. Sections on Curves
(a) With radius of 500 meters
(1,640.4 ft.; 30 30') and over
(b) With radius less than 500 meters
(1,640.4 ft.; 30 30')
11
159
7
99
2.4
36.3
6.1
34.0
20.2
29.1
3.6
22.0
8.8
29.9
Total
170
106
38.7
40.1
49.3
25.6
38.7
Total Narrow Gauge
439
273
100
100
100
100
100
Grand Total
3,367
440
100
100
100
100
100
TABLE VII - 25
BULGARIA, STANDARD- AND NARROW-GAUGE LOCOMOTIVES AND RAILCARS, 1938
I. LOCOMOTIVES
STANDARD
GAUGE
NUMBER
NARROW
GAUGE
NUMBER
2. TANK LocomoTINTEs
STANDARD
GAUGE
NUMBER
NARROW
GAUGE
NUMBER
I. TENDER LOCOMOTIVES
2 coupled axles (2 pairs of drivers)
_
3
2 coupled axles (2 pairs of drivers)
1
_ 3 coupled axles (3 pairs of drivers)
83
17
4 coupled axles (4 pairs of drivers)
3
85
3 coupled axles (3 pairs of drivers)
21
5 coupled axles (5 pairs of drivers)
34
6
4 coupled axles (4 pairs of drivers)
151
- 6 coupled axles (6 pairs of drivers)
22
-
5 coupled axles (5 pairs of drivers)
167
_
Total Tank Engines
142
111
Total Tender Engines
340
Total Number of Locomotives
482
111
II. RAILCARS
Internal Combustion
4
SERIES TYPE
T76 2/2 Switching
T76 3/4 Mixed tr.
T76 4/4 Mixed tr.
176 5/5 Mixed tr.
T60 2/2 Switching
T60 3/3 Mixed tr.
T60 4/45 Mixed tr.
BUILDER
TABLE VII - 26
BULGARIA, TYPES OF NARROW-GAUGE TANK LOCOMOTIVES, 1937
DATE OP WHEEL
LOCOMOTIVE CONSTRUC- ARRANGE-
NUMBERS TION MENT*
Ceskomoravska 501-506
Praha; Berlin,
M.A.G.
Henschel2
? 0-4-0T
? 2-6-0T
? 0-8-01
1927 0-10-0T
WEIGHT, EMPTY
(SHORT TONS)
ENGINE TENDERS
2' 6ff GAUGE
19.9
33.0
22.5
51.8
1' 1131' GAUGE
? 0-4-0T 7.1
? 0-6-0T 9.9
0-8-01 14.7
401-500 1916
1001-1150 1918
'There are 64 tenders for attachment to these tank locomotives; weight empty
11.5 short tons, capacity 175 cu. ft. and 1.6 short tons coal.
'Germany.
*Whyte's Notation (American System).
AXLE
LOAD
(MET.
TOTAL TONS)
19.9 9
33.0 9
22.5 5
51.8 9.5
7.1 3.3
9.9 3.0
14.7 3.3
MAXIMUM
SPEED
BRAICLS" (M.P.H.)
L.
L.
L.
L. or L H.
L.
L.
L.
under 31
under 31
under 31
under 31
under 31
under 31
under 31
CAPACITY OP TANKS
COAL
WATER (SHORT
(Cu. FT.) TONS)
APPROXI-
MATE NUM-
BER IN EACH
CLASS
213.5
2.2
1
140.0
.9
10
140.0
.9
1
213.5
2.2
6
10.5
0.16
3
31.5
0.27
9
38.5
0.33
91 or less
Total Narrow-Gauge Locomotives 121
'Brake Legend: L.-Hand lever.
H.-Hardy (vacuum).
TABLE VII - 27
BULGARIA, STANDARD- AND NARROW-GAUGE PASSENGER AND BAGGAGE CARS, 1938
PASSENGER CARS
STANDARD NARROW
GAUGE GAUGE
BAGGAGE CARS
STANDARD NARROW
GAUGE GAUGE
PASSENGER CARS
STANDARD NARROW
GAUGE GAUGE
BAGGAGE CA RS
STANDARD NARROW
GAUGE GAUGE
2 axles
192
-
159
-
Average number of
3 axles
279
_
67
axles per car
2.88
4
2.43
4
4 axles
117
120
19
50
Total number of seats
31,562
2,937
6 axles
1
_
_
Seating capacity per car
53.6
24.5
-
Total
589
120
245
50
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
SERIES TYPE
BUILDER
Sc 3/5 Express Maffei'
Sc 3/6 Express Cockerill2
Sz 4/6 Express Hanomag"
(Musts. VII - 21 and VII - 22)
Sz 4/6 Express Pieraska3
Sd 4/6 Express
Pc 3/3 Passenger
Pc 4/5 Passenger
Pc 4/5 Passenger
Pc 4/6 Passenger
Pc 5/6 Passenger
Pc 5/6 Passenger
Pc 5/6 Passenger
(I1Bust.
Freight
Freight
5 (IIlusts.
Gc 4/4 Freight
(I1lust.
Ga 4/4
Gc 2X2
Gc 4/5
Gc 5/5
Gc 5/5
Gc 5/5
Ta 3/3
Ta 3/3
Tz 3/5
Ta 3/5
Ta 3/5
Mixed traffic
Freight
Freight
Freight
Switching
Switching
Local pass.
Local pass. Hanomagl
Local pass. Schwartzkopf'
(Illust. VII - 20)
Ta 4/5 Freight
(British?)
Henschel'
Henschel'
Henschel'
Hanomagl
Schwartzkopfl
" and Krupp"
VII - 19)
DATE OF
CONSTRUC-
TION
1904
1901/9
1931/2
1935
1935/6
1891/9
1913/8
1921 /6
1911/9
1913/8
1931/3
1935
1897/9
Maffei' 1890/9
VII - 18(a) and VII - 18(b)
Egestorff" 1891-1908
Wienerneustadt4
Hanomagi 1901/9
Maffei' 1901/9
Hohenzollern' 1911/20
Hanomagl 1920/6
VII - 17)
Maffei"
Ceskomoravska 5
Ta 5/5 Switching frt. Schwartzkopfl
Ta 6/6 Heavy frt. Hanomagl
Ta 6/9 Mixed traffic Cygielski3
(Poznan)
(Illusts. VII - 16(a) and VII - 16(b))
TABLE VII - 28
BULGARIA, TYPES OF STANDARD-GAUGE LOCOMOTIVES, 1937
LOCOMOTIVE
NUMBER
WHEEL
ARRANGE-
Anny-r*
1/20 4- 6-0
21 4-6-2
8.001-8.013 2- 8-2
8.013-8.025
1.881/5
801-42
843-74
901-970
9.001/10
10.01/06
2- 8-2
2- 8-2
0- 6-0
2- 8-0
2- 8-0
2- 8-2
2-10-0
2-10-0
2-10-0
0-8-0
2-4+4-0
TOTAL WEIGHT
IN SERV- AXLE
ICE LOAD
WEIGHT EMPTY (SHORT TONS) (SHORT (MET.
ENGINE TENDER TOTAL TONS) TONS)
"1,
A. TENDER LOCOMOTIVES
63.4
80.0
100.0
97.8
102.0
41.0
82.3
52.7
79.2
83.6
100.6
100.4
4.7
23.5
30.2.
30.7
31.3
14.3
22.0
2.0.2
24.6
20.3
29.1
32.1
88:1_
103.5
130.2
128.5
133.3
55.3
104.3
72.9
103.8
103.9
129.7
132.5
122.4
146.7
185.3
185.1
188.2
80.0
148.0
106.7
146.7
138.6
185.9
199.1
14
14
17
17
17
15
16
16
16
15
15
17
TENDERS
CAPACITY NUMBER OF
COAL LOCOMOTIVES
SHORT IN EACH
TONS CLAss
MAXIMUM
SPEED No. OP WATER
BRAKES7 (M.P.H.) AXLES Cu. FT.
H-W
H-hand
H.L.K.
H.L.K.
H.L.K.
H.
H.L.
K.L.
H.L.K.
H.L.
H.L.K.
H.L.K.
REMARKS
377--5566 4 637 7.0 17
3
4 700 11.0 Rebuilt 1933 (Sofiya)
37-56 4 1050 12.1 11 to 13 ? Possibly some by
37-56 4 1050 12.1 10 to 12 Hanomag
37-56 4 1050 12.1 2 _
19-31 3 336 5.6 4 Poor condition
37-56 3 700 11.0 42}71
37-56 3 630 8.8 29 J
37-56 3 577.5 7.7 1
37-56 3 630 7.7 70
37-56 4 1050 12.1 10 86
37-56 4 1050 12.1 6
48.4 13.9 62.3 84.5 12.2 L. 19-31 3 367.5 6.6 4
66.6 22.8 89,4 122.9 14 W. 19-31 4 630 6.6 1
200-400 0- 8-0 54.1 14.8 68.9 96.6 14 H.L. 19-31 3 339.5 7.1 31
701-717
501-513
514-544
544-581
2- 8-0
0-10-0
0-10-0
0-10-0
67.1
66.0
66.0
66.0
1897-1910 1001-18 0-6-0T 34.8
1925 1020-40 0-6-0T 34.8
1897 2001-08 2-6-2T 56.3
1910/16 2009-20 2-6-2T 56.3
1921 2021-45 2-6-2T 56.3
1921/9 1401-3 2- 8-0T 57.8
3001-25
1917 3501-10 0-10-0T 63.4
1922 4001-10 0-12-0T 84.1
1931/2 4601-12 2-12-4T 122.1
'Germany.
'Great Britain.
'Poland.
4Austria.
'Czechoslovakia.
?Figures in parenthesis: tank capacities of tank locomotives.
*Whyte's Notation (American System). Scc also Illustrations 1y - 22.
20.1
18.3
18.3
18.3
87.2
84.3
84.3
84.3
119.6
113.2
113.2
113.2
B. TANK LOCOMOTIVES
14
14
14
14
H.L.
H.L.
H.L.
H.L.
31-37
19-31
19-31
19-31
_ 34.8 47.7 14 L. 19-31
- 34.8 47.7 14 L. 19-31
- 56.3 74.0 14 L. 31-37
- 56.3 74.0 14 L. 31-37
- 56.3 74.0 14 L. 31-37
57.8 79.8 15 H.L.S. 19-31
_ 63.4 79.8 14.5 L. 19-31
- 84.1 111.1 17 L.K. 28
- 122.1 163.9 17 H.L.K. 40
3
3
3
3
595
525
525
525
6.6
6.6
6.6
6.6
16
13)31 81
37
- (182)6 (1.6)6 18 '
- (182) (1.6) 20J38
- (245) (2.2) 8 1
- (245) (2.2) 12 45
- (245) (2.2) 25 i
- (315) (5.5) 3
- (315) (5.5) 34
- (420) (5.5) 10
- (630) (11.0) 12
Total Standard-Gauge Locomotives 482
'Brakes Legend: L.-Hand-lever.
H.-Hardy (vacuum).
K.-Knorr (compressed air).
S.-Steam brake.
W.-Westinghouse.
Poor condition
Obsolete
4 rebuilt in 1933
9 rebuilt 1933/6
Pernik Line
Used on Trans-Balkan
line. Ta 6/9 and Pc 5/6
have interchangeable
parts
COMMUNICATIONS AND TRANSPORTATION
Page Vi!- 34
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
TABLE VII - 29
BULGARIA, TYPES OF STANDARD-GAUGE
PASSENGER CARS, 1937
SERIES
No. AT
END OF
YEAR
AVERAGE
No. OF
AXLES
AVERAGE
SEATING
CAPACITY
PER CAR
AVERAGE
TARE WT.
PER CAR
METRIC
TONS
I. Private cars
3 axles 6 3 17.1
S4 axles 5 4 - 38.4
6 axles 1 6 - 56.4
Total 12 (3.7) (29.2)
II. Passenger cars
2 axles 6 2 25 20.6
AB 3 axles 35 3 28.2 20.1
4 axles 44 4 42.4 38.4
- -
Total 85 (3.4) (34.7) (29.2)
B 3 axles 12 3 32.1 19.8
BC 3 axles 7 3 49.5 15.3
PC 3 axles 5 3 30.0 16.5
-
2 axles 164 2 65.2 20.4
C 3 axles 204 3 57.9 18.9
4 axles 64 4 86.6 39.2
- - -
Total C Series 432 (2.8) (45.0) (22.7)
TOTAL II 541 (2.9) (58.9) (23.5)
GRAND TOTAL I AND II. 553 (2.9) (57.1) (23.5)
III. Service cars
Hospital, prisoner and wreckage cars (not included above)
Sa 3 1 3 24.0
Sb 2 4 2 14.0
Sb 3 9 3 - 15.9
Sb 4 1 4 32.8
Sz 3 1 3 16.5
FSA 2 6 2 - 11.0
FN 2 12 2 10.2
FN 4 5 4 - 20.0
- -
Total 39 2.6 14.6
Special cars '
WL and WR (sleeping and
dining cars) 21 4 36.4
TABLE VII - 30
BULGARIA, TYPES OF STANDARD-GAUGE MAIL
AND BAGGAGE CARS, 1937
SERIES
No. AT
END OF
YEAR
I. Mail cars
2 axles 2
P. 3 axles 21
4 axles 17
Total 40
II. Baggage cars
2 axles 110
D 3 axles 46
4 axles 2
7D 2 axles 47
Total 205
Av. No. No. WITH
OF AXLES HANDBRAKES
2
3
4
(3.4)
2
3
4
2
(2.2)
AVERAGE
TARE WT.
PER CAR
METRIC
TONS
2 22.6
21 18.0
17 34.8
40 (25.5)
110
46
2
47
205
14.0
15.6
31.2
10.4
(13.4)
TABLE VII - 31
BULGARIA, STANDARD- AND NARROW-GAUGE
FREIGHT CARS, 1938
STANDARD GAUGE NARROW GAUGE
AVERAGE AVERAGE
LOADING LOADING
CAPACITY CAPACITY
METRICMETRIC
SERIES NUMBER TONS NUMBER TONS
A. Box cars
2 axles (a)
3 axles (a)
SERIES
TABLE VII - 31 (COPItinliCd)
STANDARD GAUGE
AVERAGE
LOADING
CAPACITY
METRIC
NUMBER TONS NUMBER TONS
NARROW GAUGE
AVERAGE
LOADING
CAPACITY
METRIC
4 axles (a)
Total 4,256 14.8 141 (a)
Average number of axles
per car 2
B. Open cars
2 axles (a)
3 axles (a)
4 axles (a)
Total 5,083 17.6
Average number of axles
per car 2.05
C. Special cars. 63 13.4 48 (a)
Average number of axles
per car 2 4
Total owned by national
railroads 9,402 16.2 1.029 (a)
Number of axles per car
-all cars 2.03 4
D. Private cars
(Operated on national
railroads) 181 285
Average number of axles
per car 2.22
Grand Total 9,583 1,314
141
4
840
840 (a)
4
4
(a) No information.
TABLE VII - 32
BULGARIA, TYPES OF STANDARD-GAUGE
FREIGHT CARS, 1937
SERIES
NO.
AT
END OF
YEAR
AVER.
No.
OF
AXLES
No.
WITH
HAND-
BRAKES
AVER.
TARE
AVER. WT.
WT. PER
METRIC CAR
TONS METRIC
TONS
A. Box cars
F 3 Standard box cars 3,696 2 1,833 15.0 10.0
1 Large box cars 4 4 4 20.0 17.2
Fo Cars for raisins 302 2 256 15.0 9.8
Fg Cars for fowl 71 2 71 11.0 12.6
Fk Refrigerator cars 62 2 62 13.2 17.8
G Livestock cars 10 2 10 15.0 12.4
E Cars for bulk commodities 129 2 129 15.0 11.6
Total 4,274 (2.0) 2,365 (14.8) (9.8)
B. Open cars
J Standard
15-ton capacity 1,862 2 798 15.0 7.8
20-ton capacity 2,129 2 1,148 20.0 8.4
JK Cars for lumber 125 2 61 15.8 9.6
L Cars for large commodities 98 2 47 16.0 8.4
K Flat cars
2 axles 20 2 3 15.0 8.6
4 axles 77 4 68 34.8 17.6
Ob Gravel cars 48 4 48 30.0 18.8
M Cars for stone, etc. 804 2 244 14.8 8.2
Total 5,163 (2.1) 2,417 (17.9) (8.6)
C. Tank cars
Ww For water 2 2 2 10.0 6.8
Gw For manufactured gas 6 2 6 - 17.2
Pw For petroleum products 55 2 55 15.0 12.0
Total 63 2 63 13.4 13.8
GRAND TOTAL (A, B, and C) 9,500 (2.0) 4,845 (16.0) (9.0)
D. Service cars
Z 3 and 4 3 4 3 14.8 44.0
Sm 2 axles 1 4 1 - 66.5
Do 3 axles 3 2 3 - 17.4
Total 7 (3.3) 7 (-) (36.0)
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Page VII- 35
TABLE
SERIES
VH-32 (Continued)
E. Special cars
Pg Cars for fowl
Gw Cars for cement
Pw Cars for petroleum products
Fk Refrigerator cars
Total
No.
AT
END OF
YEAR
AVER.
No.
OF
AXLES
No.
WITH
HAND-
BRAKES
AVER.
TARS
AVER. WT.
WT. PER
METRIC CAR
TONS METRIC
TONS
9 2 9 12.0 13.8
30 2 30 15.0 7.4
119 2 117 15.0 8.6
3 2 3 15.0 15.4
161 (2) 159 (14.6) (7.6)
GRAND TOTAL FREIGHT CARS 9,668 (2)
TABLE VII - 33
BULGARIA, REPAIR SHOPS*
A. Major work shops
1. Sofiya Locomotives and cars
2. Plovdiv Locomotives
3. Gorna Orekhovitsa Locomotives
B. Running repair shops
1. Radomir
2.. Burgaz
3. Stara-Zagora
4. Ruse
5. Varna
C. Private repair shops
1. Drenovo Cars (Zaravina Co.)
2. Varna Cars (Koralovag Co.)
*See Plan
TABLE VII-34 (Continued)
12. Plovdiv/Burgaz
(a) Plovdiv
(b) Stara-Zagora
(c) Nova Zagora
(d) Yambol
(e) Zimnitsa
(f) Burgaz
13. Krichim/Peshtera (c)
14. Krumovo/Asenovgrad (c)
15. Rakovski/Momchilgrad
(a) Rakovski
(b) Momchilgrad
5,011 (16.0) (9.0) 16. Mikhailovo/Rakovski
(a) Rakovski
17. Ruse /Stara-Zagora
(a) Ruse
(b) Bela
.(c) Gorna Orekhovitsa
(d) Tsareva-Livada (a)
(e) Plachkovtsi. (a)
(f) Stara-Zagora small-medium
18. Shumen /Karnobat
(a) Shumen
(b) Karnobat
19. Ruse/Varna
(a) Ruse
(b) Kaspichan
(c) Varna
20. Iovkovo/Oborishte (c)
101. Vidin/Vidin Port
(a) Vidin
102. Boichinovtsi/Berkovitsa
(a) Berkovitsa
(a) 103. Voluyak/Bankya (c)
large 104. Sofiya. Loop Line
small (a) Sofiya
medium 105. Pernik Branch Line
small (a) Pernik
(a) 106. (Plovdiv /) Filipovo /Panagyurishte
small (a) Plovdiv
107. (Plovdiv/) Filipovo/Karlovo
(a) Plovdiv
108. Dolna Makhala/Khisar (c)
109. Oresh/Belene (c)
110. Tsareva-Livada /Gabrovo
(a) Tsareva-Livada
111. Gorna Orekhovitsa/Leskovets
(a) Gorna Orekhovitsa
112. Ruse Loop Line
(a) Ruse
113. Zlati-dol/Nova Zagora
(a) Zlati-dol
(b) Nova Zagora
114. Yambol/Elkhovo
(a) Yambol
115. Tsar-Krum/Preslav (c)
116. Sindel/Staro Orekhovo (c)
117. Burgaz/Pomoriye
(a) Burgaz
201. Dupnitsa/Bobov-dol (c)
202. Kocherinovo/Rilski Mnastir (c)
203. Simitli /Petrich
(a) Simitli (b)
204. General Todorov/Kulata (c)
205. Saranovo/Chepino/Iztok/Bansko
(a) Saranovo
206. Pazardzhik/Varvara (c)
207. Cherven-Breg/Orekhovo
(a) Cherven-Breg
208. Kaspichan /T. Ikonomovo (Krania)
(a) Kaspichan
209. Ruzhitsa/Bozhidar (c)
210. Burgaz /Sarafovo /Rudnik
(a) Burgaz
VII - 1.
TABLE VII - 34
BULGARIA, ROUNDHOUSESt
1. Caribrod/Svilengrad
(a) Dragoman
(b) Sofiya
(c) Saranovo
(d) Plovdiv
(e) Rakovski
(f) Zlati-dol
(g) Svilengrad
2. Sofiya/Kaspichan (/Varna)
(a) Sofiya
(b) Mezdra
(c) Cherven-Breg
(d) Pleven
(e) Levski
Sas*
SIZE*
medium
small-medium
small
small
(a)
medium
small
(a)
small
small-medium
(a)
medium
small
(a)
small-medium
small
medium
large
small
(a)
small-medium
(a)
(f) Gorna Orekhovitsa medium
small
small
medium
(g) Shumen
(h) Kaspichan
(i) Varna
3. Sofiya/Radomir/Simitli
(a) Sofiya
(b) Pernik
(c) Radomir
(d) Simitli (b)
4. (Sofiya/) Vrba/Gyueshevo
(a) Gyueshevo
5. Ilientsi/Makotsevo (c)
6. Mezdra/Lom
(a) Mezdra
(b) Boichinovtsi
(c) Brusartsi
(d) Lom
7. Brusartsi/Vidin
(a) Brusartsi
(b) Vidin
8. Yasen/Somovit/Nikopol (c)
9. Levski/Svishtov
(a) Levski
(b) Svishtov
10. Levski/Lovech
(a) Levski
11. Zimnitsa /Dubovo /Sopot
(a) Zimnitsa
(b) Sliven
*Large Roundhouses-capacity, ten locomotives and over.
Medium Roundhouses-capacity, three to ten locomotives.
Small Roundhouses-capacity' , less than three locomotives.
tSee Plan VII - 1.
large
medium
(a)
(a)
small
small
(a)
small
small
small
small
(a)
small
(a)
(a)
small
small
(a)
large
medium
medium
medium
(a)
medium
small-medium
(a)
small
small
medium
small
(a)
small
medium
(a) No information.
(b) New temporary shed probably built, due to conversion to standard gauge.
(c) No roundhouses reported.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII -36
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
TABLE VII - 35
BULGARIA, SWITCHING YARDS*
CONNECTIONS WITH THE
FOLLOWING LINES
1. Svilengrad Line 1
2. Plovdiv Lines 1, 12, 106 and 107
3. Sofiya Lines 1, 2, 3 and 104
4. Dragoman Line 1
5. Gorna Orekhovitsa Lines 2, 17 and 111
6. Varna (a) Line 19
(a) Extension reported to be under construction, with capacity of 300 tank wagons
(May 1940).
*See Plan VII -1.
CONNECTIONS WITH THE
FOLLOWING LINES
7. Shutnen Lines 2 and 18
8. Karnobat Lines 12 and 18
9. Mikhailovo Lines 12 and 16
10. Rakovski Lines 1, 15 and 16
11. Pazardzhik Lines 1 and 206
12. Saranovo Lines 1 and 205
13. Pernik Lines 3 and 105
14. Ruse Lines 17, 19, 112, 306, 307 and 308
15. Stara-Zagora Lines 12 and 17
16. Burgaz Lines 12, 117 and 210
TABLE VII - 36
BULGARIA, CAPACITIES OF RAILROAD LINES UNDER NORMAL OPERATING CONDITIONS*
NpMBER OF
TRAINS PER DAY
IN EACH
DIRECTION
A. Principal Lines
1. Caribrod/Svilengrad
AVERAGE GROSS
WEIGHT PER
TRAIN (a)
METRIC SHORT
TONS Tom
NET LOAD
PER TRAIN
METRIC SHORT
TONS TONS
AVERAGE DAILY
NET LOAD IN
EACH DIRECTION
METRIC SHORT
TONS TONS
(a) Caribrod/Plovdiv
16
770
847
385
423
6,160
6,776
(b) Plovdiv/Svilengrad
12
660
726
330
363
3,960
4,356
2. Sofiya/Kaspichan (/Varna)
(a) Sofiya /Gorna Orekhovitsa
16
770
847
385
423
6,160
6,776
(b) Gorna Orekhovitsa/Kaspichan
12
440
484
220
242
2,640
2,904
3. Sofiya/Radomir/Sirnitli
(a) Sofiya/Pernik
16
770
847
385
423
6,160
6,776
(b) Pernik/Simitli
12
550
605
275
302
3,300
3,630
4. (Sofiya/) Vrba
12
550
605
275
302
3,300
3,630
5. Ilientsi/Makotsevo/Gyueshevo
12
440
484
220
242
2,640
2,904
6. Mezdra/Lom
14
550
605
275
302
3,850
4,235
7. Brusartsi/Vidin
12
550
605
275
302
3,300
3,630
8. Yasen/Somovit/Nikopol
12
660
726
330
363
3,960
4,356
9. Levski/Svishtov
12
660
726
330
363
3,960
4,356
10. Levski/Lovech
12
550
605
275
302
3,300
3,630
11. Zimnitza/Dubovo/Sopot
(a) Zimnitza/Dubovo (b)
12
440
484
220
242
2,640
2,904
(b) Dubovo/Sopot (b)
12
550
605
275
302
3,300
3,630
12. Plovdiv/Burgaz
12
550
605
275
302
3,300
3,630
13. Krichim/Peshtera
12
550
605
275
302
3,300
3,630
14. Krumovo/Asenovgrad
12
550
605
275
302
3,300
3,630
15. Rakovski/Momchilgrad
12
440
484
220
242
2,640
2,904
16. Mikhailovo/Rakovski
12
660
726
330
363
3,960
4,356
17. Ruse/Stara-Zagora
(a) Ruse/Plachkovtsi (b)
12
770
847
385
424
4,620
5,082
(b) Plachkovtsi/Stara-Zagora (b)
12
550
605
275
302
3,300
3,630
18. Shumen/Karnobat
14
660
726
330
363
4,620
5,082
19. Ruse/Varna
12
440
484
220
242
2,640
2,904
20. Iovkovo/Oborishte
12
550
605
275
302
3,300
3,630
B. Other National Lines (Standard-gauge)
107. (Plovdiv/) Filipovo/Karlovo,
12
440
484
220
242
2,640
2,904
109. Oresh/Belene
12
550
605
275
302
3,300
3,630
113. Zlati-dol/Nova Zagora
10
550
605
275
302
2,750
3,025
116. Sindel/Stara Orekhovo
10
440
484
220
242
2,200
2,420
C. Other National Lines (Narrow-gauge)
203. Petrich/Simitli
10
220
242
100
110
1,000
1,100
204. General Todorov/Kulata
10
220
242
100
110
1,000
1,100
205. Bansko/Saranovo
8
88
97
40
44
320
352
207. Cherven-Breg/Orekhovo
8
88
97
40
44
320
352
210. Burgaz/Sarafovo/Rudnik
8
110
121
50
55
400
440
(a) Trailing weight (not including locomotives and tenders).
(h) With simultaneous movements on both lines 11 and 17, number of trains on line 11 depends on use of line 17.
*See Figure VII - 4.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Goriosoleria COMMUNICATIONS AND TRANSPORTATION Page VII -37
TABLE VII - 37
BULGARIA, BRIDGES
INVENTORY AND DESCRIPTIONS OF PRINCIPAL RAILROAD BRIDGES
1.* Caribrod/Svilengrad.
13 masonry and 35 iron girder bridges between Sofiya and Vakarel
14 masonry and 24 iron girder bridges between Vakarel and Belovo
13 masonry and 178 iron girder bridges between Belovo and Svilengrad
Total 40 masonry and 237 iron girder bridges
NAME
1.t Ezhevitsa River bridge
2. Ezhevitsa River bridge
3. Belitsa River bridge
(Kostinbrod)
4. Iskr bridge
5. Pobit Kamik RR and
road viaducts (Vakarel)
6. Maritsa River bridge
(Kostenets)
7. Maritsa River bridge
(Sestrimo)
8. Maritsa River bridge
(Sestrimo)
9. Maritsa River bridges
A and B (Sestrimo)
10. Ellidere River bridge
11. Krichim River bridge
12. Chaya River bridge
(Stanimashka River)
13. Mechka River bridge
(Borisovgrad)
14.
15.
16.
Harrnanli Viaduct
17. Olu Dere River bridge
2. Sofiya/Kaspichan (/Varna)
185 bridges (48 over 32 ft. long).
18. Iskr River bridge
(Romcha)
19. Iskr River bridge
(Lalcatnik)
20. Iskr River bridge
(Cherepich)
(I1lusts.
21. Iskr River bridge
(Cherven-Breg)
22. Vit River bridge
23. Osm River bridge
24. Rositsa River bridge
*Line number on Figure VII - 2.
LOCATION
6 rni. ESE of Caribrod and 5 mi. NW
of Dragoman. 2.5 mi. from Letnitsa
station.
2 mi. NNW of Dragoman. 1.5 mi.
from Letnitsa station.
1.9 mi. SE, of Kostinbrod station.
6 mi. E of Sofiya. 1.2 mi. E of Iskr
station.
3 mi. NW of Vakarel, 19 mi. SE of
Sofiya.
Just NW of Kostenets
2 mi. NW by W of Sestrimo.
1% mi. NW of Sestrimo.
Bridge A 490 ft. W of Sestrimo sta-
tion. RR crosses 900-ft. wide peninsula
formed by southern curve of river, then
crosses bridge B 1,640 ft. W of station.
23- mi. E of Saranovo, VA mi. W of
Pazardzhik, S of Maritsa River.
Between Plovdiv and Pazardzhik.
634 mi. N of Asenovgrad. 3.7 mi. W
of Katunitsa station.
11 mi. SE of Borisovgrad.
.9 mi. from Skobelevo station.
1.9 mi. from Rakovski station.
1.5 mi. N of Kharmanli station.
Between Zlati-dol and Edirne. 2,300
ft. NE of Kharmanli.
135 metal, 48 stone, 2 ferroconcrete.
13/b mi. NNE of Kuril? station. First
bridge in the Iskr Gorge between Sofiya
and Mezdra.
21 mi. N of Sofiya. 13/2 mi. S of Lakat-
nik station.
300 ft. E of Cherepich station. 6 mi.
E of Eliseina. 7 mi. SW of Mezdra
Junction.
VII - 2 and VII - 3)
40 mi. SW of Pleven. 6 mi. S of Cherven-
Breg.
1 mi. E of Yasen station
2 mi. E of Levski
2.5 mi. from M. Stambolovo station.
DESCRIPTION
Length 98 ft. Single track. Height 39 ft. above water. One steel
span, simple truss construction, end blocks of granite masonry.
One of two bridges in Dragoman Pass. Deepest RR cut with
wall 1,150 ft. high is on N bank of river, immediately E of
bridge and extends for about 4,500 ft. Probably most vulnerable
point in Dragoman Pass because of landslides.
Length probably between 82 and 115 ft. Single track. Height
approx. 33 ft. above water. Iron bridge on granite masonry and
blocks. N and W of bridge RR continues on retaining walls
through deep cuts. Single span.
Length approx. 100 ft. Single span.
Length 393 ft., 3 spans 131 ft. each. Single track. Height
approx. 33 ft. from water to rails. Iron: masonry piers.
Highway viaduct slightly to W of RR bridge. These viaducts
were filled in and converted into embankments. Former
RR viaduct 501 ft. long. Height 126 ft. Width about 13 ft.
Present highway viaduct 100 ft. long. Height 30 ft. Width
approx. 23 ft.
Length 82 ft. Height 21 ft. Double track. Steel, simple truss,
with ends resting on concrete blocks.
Length 131 ft. Height 59 ft. Single track. Steel, simple span,
end blocks of masonry. Danger of landslides.
Length 131 ft. Single track. Height 88 ft. Steel span, masonry
blocks.
Bridge A 98 ft. long, single track, height 36 ft.
Bridge B 98 ft. long, single track, height 26 ft.
Length 157 ft., 2 spans 79 ft. each. Single track. Height approx.
19 to 26 ft.
Length approx. 130 to 165 ft., 2 spans. Height approx. 20 ft.
Single track. Steel, simple truss bridge.
Second largest bridge on Sofiya/Edirne sections. Length 295
ft., 3 spans of 98 ft. each. Single track. Height approx. 20 ft.
above water. Steel spans, piers, and end foundations of masonry.
Length 114 ft. Width approx. 12 ft. Height approx. 20 ft. above
water. Iron spans, stone masonry foundation.
Viaduct. Length 165 ft. 2 spans.
Length 165 ft. 2 spans.
Length 131 ft., 2 spans each 65 ft. Single track. Height about
20 ft. from road to tracks. Steel, simple truss spans. Masonry
piers.
Length 216 ft., 1 span 98 ft. and 2 of 59 ft. Single track. Height
above water approx. 25 ft. in dry season. Simple truss construc-
tion, granite masonry piers.
Length between 130 and 165 ft. Height about 33 ft. Single
track. Steel, simple box truss, 2 spans, masonry pier, masonry
walls.
(There are 12 large steel bridges in the Iskr Gorge.)
Length approx. 190 ft. 2 steel spans and 1 masonry arch. Single
track. Height above water 25 to 32 ft.
Length approx. 131-164 ft. Single track. Steel and masonry.
Length 300 ft., 2 spans. 30-50 ft. high. 1/5 mi. to SW is 150 ft.
single span bridge over Iskr River.
Length 295 ft. Single track. Iron or steel spans, on 2 piers
anchored to masonry abutments.
Length 100 ft. 1 span. Single track.
Length 165 ft. 2 spans.
t Bridge number on Figure VII - 2. Bridges selected on basis of length (over 100 ft.) or strategic location.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII - 38
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
NAME
3. Sofiya/Radomir/Simitli
5 bridges on Sofiya/Radomir section between Vladaya and Radomir.
3 masonry and 9 iron girder bridges between Radomir and Dupnitsa.
TABLE VII - 37 (Continued)
LOCATION
25. Struma River bridge
(Pernik)
26. Dzherman River bridge
27. Rilska River bridge
28. Struma River bridge
4. (Sofiya/) Vrba/Gyueshevo
4 masonry and 25 iron girder bridges on Radornir/Kyustendil section.
13 masonry and 14 iron girder bridges on Kyustendil/Gyueshevo section.
5. Ilientsi/Makotsevo
8 bridges over 10 mi. in length.
29. Iskr River bridge 5 mi. NE by N of Sofiya RR yards.
(West branch) (Illustration VII - 4)
29(a). Makotsevo bridge. (IllustrationVII - 5)
4 mi. E of the Pernik mines.
Between Delian and Dupnitsa.
Between Kocherinovo and Gorna
Dzhumaya.
Between Gorna Dzhumaya and Simitli.
DESCRIPTION
100 ft. span over Struma River. Exposed area with much road
traffic in vicinity.
Also another bridge (120 ft. long approx.) immediately N of
Dupnitsa station.
At least 3 spans.
2 bridges (near Ilientsi) over forks of Iskr River approx. 1/5
mi. apart. W branch 328 ft., 4 spans. E branch 246 ft., 3 spans.
Single track. Iron, simple truss, concrete piers.
Stone arch bridge. About 90 feet over the Makotsevo River.
South of village and west of the station. Approx. 100 ft. long.
6. Mezdra/Lom
54 bridges (longest 395 ft.), 47 metal, 7 stone.
7. Brusartsi/Vidin
25 bridges (longest 350 ft.), 18 metal, 7 stone.
8. Yasen/Somovit/Nikopol
29 bridges between Yasen and Somovit. (Only 1 over 32 ft. long.) 21 metal, 4 stone, 4 wooden.
9. Levski/Svishtov
6 bridges (2 over 32 ft.), 5 metal, 1 stone.
10. Levski/Lovech
No large bridges.
11. Zimnitsa/Dubovo/Sopot
Zimnitsa/Dubovo: 55 bridges (10 over 32 ft. span, longest 130 ft.), 44 metal, 4 stone, 7 ferro-concrete.
Tulovo/Kazanlk : 10 bridges. All metal, longest 53 ft.
12. Plovdiv/Burgaz
180 bridges. 165 metal, 15 stone. (Excluding section from Nova Zagora to Yambol for which no details are available.)
30. Maritsa River bridge
31. Tundzha River bridge
32. Azmak Dere River bridge
13. Krichim/Peshtera
8 bridges, 3 metal, 5 concrete.
32(a). Stare River bridge
14. Krumovo/Asenovgrad
Only 2 bridges and culverts with openings up to 10 ft.
15. Rakovski/Momchilgrad
61 bridges. 22 metal, 39 masonry.
33. Arda River bridge
2 mi. NW of Plovdiv RR yards and W
of city. Bridge crosses Maritsa River
in N-S direction.
Approx. 4IA mi. SW of Zimnitsa and
about 6 mi. N of Yambol.
Between Devetak and Karnobat.
Between Bratsigovo and Peshtera.
1M mi. SE of Krdzhali.
(Illustration VII - 6.)
34. Syuyutliika River bridge N of Momchilgrad.
(Illustration VII - 7)
16. Mikhailovo/Rakovski
4 bridges.
35. Maritsa River bridge
Between Mariino and Rakovski.
(Illustration VII - 8.)
17. Ruse/Stara-Zagora
12 masonry and 26 iron girder bridges between Ruse and Trnovo.
31 masonry and 25 iron girder bridges between Trnovo and Plachkovtsi.
8 masonry and 1 iron girder bridges between Plachkovtsi and Borushtitsa.
5 iron girder bridges between Borushtitsa and Dubovo.
7 masonry and 7 iron girder bridges between Dubovo and Stara-Zagora.
58 masonry and 64 iron girder bridges (Total of 122 bridges)
Length 558 ft. 5 spans of 111 ft. each. Height approx. 20 to
26 ft. above normal water level. Simple truss, steel spans. End
foundations, piers of masonry and concrete. Second largest
bridge in Bulgaria.
RR follows Azmak Dere River through a narrow pass cut in
volcanic rock.
Length 246 ft., 2 spans of 59 ft., 2 spans of 41 ft. Height 62 ft.
Length 459 ft. 7 arches of 66 ft. each. Height about 1.5 ft. above
water. Single track. Masonry piers, iron railings. Road to
Momchilgrad also uses the RR bridge.
Length 100-150 ft. approx. Height 50 ft. Single track. Masonry
blocks. 6 arches, 4 piers.
Length 623 ft. 4 spans of 114 ft. each, 1 of 164 ft. Single track.
Superstructure approx. 15-20 ft. above tracks. Iron or steel.
Simple truss. Stone piers.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION Page VII -39
NAME
36. Yantra River bridge
(Bela)
TABLE VII - 37 (Continued)
LOCATION
1A mi. NE of Bela station.
(Illustration VII - 9.)
37. Yantra River bridge (north railroad bridge)
(Trnovo)
(Illustrations VII - 10 and VII - 11.)
38. Yantra River bridge (south railroad bridge)
(Trnovo)
(Illustration VII - 12.)
39. Tundzha River bridge
DESCRIPTION
Length 3 spans-200 to 250 ft. Single track. Height approx.
45 ft. Iron trestles, masonry piers.
Length approx. 250 ft. Height 40 ft. from water to tracks.
Single track. Steel spans and stone arches.
Length approx. 160-200 ft. Height 40 ft. above water. Single
track. Steel spans, masonry piers. Tunnel at both ends of
the bridge.
14 mi. N of Stara-Zagora, 2 mi. S of Length probably 150 ft. Single track. 15 ft. above water. Iron
Tulovo. and steel, single truss. Anchored to masonry abutment.
18. Shumen/Karnobat
About 22 bridges.
40. Golema Kamchiya River bridge At Zlokuchen station.
19. Ruse/Varna
69 bridges. 64 metal, 5 stone.
41. Lake Devna Canal.
42. Provadiska River bridge
20. Iovkovo/Oborishte
No data.
At Sindel station.
W of Varna at W end of Lake Devna.
Varna/Shumen. Road runs 3 mi. N
of bridge.
OTHER ROUTES
113. Zlati-dol/Nova Zagora
2 bridges between Radnevo and Gulubovo.
43. Maritsa River bridge 2,600 ft. NW of Zlati-dol station.
(Zlati-dol)
203. Simitli/Petrich (Narrow gauge)
8 bridges reported.
44. Struma River bridge S of Kresna stop.
(Kresna)
45. Struma River bridge Between General Todorov and Petrich.
Length 110 ft., 2 spans, 33 ft. and 44 ft.
Length between 80 to 105 ft. Height 6 to 12 ft. above river.
Single track.
Length 820 ft. Single track. Iron or steel.
Length 330 ft. consisting of 150 ft. span, two 80 ft. spans, and
one 110 ft. span. Bridge is in heavily wooded Kresna Gorge.
Would be difficult to repair if destroyed during spring or fall
flood seasons. Washouts have caused suspension of traffic for
periods of one to three months.
Length 500 ft. Iron construction.
TABLE VII - 38
BULGARIA, INVENTORY AND DESCRIPTIONS OF PRINCIPAL RAILROAD
1.* Caribrod/Svilengrad
No tunnels.
2. Sofiya/Kaspichan/ (Varna)
22 tunnels. Total length 12,600 ft., longest 1,440 ft.
1.1- Between Rebrovo and Svoge.
2. Between Karlukovo and Cherven Breg.
3. Sofiya/Radomir/Simitli
On Radomir/Dupnitsa section, 3 tunnels, longest of which is 675 ft.
3. Between Kocherinovo and Rilska bridge.
4. Between Rilska bridge and Gorna Dzhumaya.
4. (Sofiya)/Vrba/Gyueshevo
22 tunnels. Longest 1,335 ft.
9 tunnels, 13 to 650 ft. long, and 5 tunnels 650 to 1,335 ft. long, between Radomir and Kyustendil.
8 tunnels between Kyustendil and Gyueshevo.
5. Ilientsi/Makotsevo
No tunnels.
6. Mezdra/Lom
No tunnels.
7. Brusartsi/Vidin
2 tunnels. Total length 1,350 ft., longest 850 ft.
8. Yasen/Somovit/Nikopol
No data.
9. Levski/Svishtov
No tunnels.
10. Levski/Lovech
No tunnels.
11. Zimnitsa/Dubovo/Sopot
At least 1 tunnel about 1,500 ft. long under Strazhata watershed (E. of Kalofer).
Length 1,440 ft.
Length 590 ft.
TUNNELS
Length 675 ft.
(2 tunnels) one 537 ft. long and the other 405 ft. long.
*Line number on Figure VII - 2.
tTunnel number on Figure VII - 2.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII- 40
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
TABLE VII - 38 (Continued)
12. Plovdiv/Burgaz
No tunnels.
13. Krichim/Peshtera
No tunnels.
14. Krumovo/Asenovgrad
No data.
15. Rakovski/Momchilgrad
3 tunnels. Total length 4,900 ft., longest 3,670 ft.
5. Between Knizhovnik and Perperek at Most stop.
16. Mikhailovo/Rakovski
1 tunnel.
6. Brest/Mariino tunnel. S entrance 1 mi. NE of Mariino station, 114 mi. N of
Maritsa River bridge.
17. Ruse/Stara-Zagora
2 tunnels on Ruse/Trnovo section.
6 tunnels on Trnovo/Plachkovtsi section.
11 tunnels on Plachkovtsi/Borushtitsa section.
5 tunnels on Borushtitsa/Dubovo section.
24 tunnels
7. 2 tunnels under town of Trnovo.
8. Between Trnovo and Debelets.
9. Between Drenovo and Tsareva Livada.
10. Between Plachkovtsi and Krustets.
11. Between Plachkovtsi and Krustets.
(Illustration VII - 13.)
12. Between Raduntsi and Yavrovets.
18. Shumen/Karnobat
3 tunnels, 240, 230 and 80 m.
19. Ruse/Varna
No tunnels.
20. Iovkovo/Oborishte
No works of importance
(5) PeshteralBatak eight kilometers (five miles), Line
505. This line will be a continuation of line 13.
(6) AsenovgradlUstovo 81 kilometers (50 miles), Line
506. This line will be a continuation of the north-south route,
Ruse/Asenovgrad (lines 15, 16, 17).
(7) Isperikhl Frontier/ Silistra, Rumania, eight kilometers
(five miles), Line 507. (Topic I. (10) above.)
(8) Burgaz/Elkhovol Gulubovo 161 kilometers (100 miles),
Line 508. A connection is projected between Burgaz and the
Tundzha/Elkhovo (line 114) and Nova Zagora/Zlati-dol lines.
77. Roads
A. General characteristics.
By comparison with other European countries the network
of roads in Bulgaria is sparse. The average density of roads is
.19 kilometer per square kilometer (.3 mile per square mile)
by comparison with .62 kilometer per square kilometer (.97
mile per square mile) in Italy and 1.1 kilometers per square
kilometer (1.75 miles per square mile) in France. In contrast
to these countries, where two or three good routes commonly
link important towns, few main roads in Bulgaria have alter-
nates. The total length of roads in Bulgaria is approximately
24,500 kilometers (15,225 miles).
The present condition as well as the construction of Bul-
garian roads varies greatly; in general their standards are far
lower than in western Europe. At the end of 1938, 50 per cent
of the roads were officially stated to be in good condition,
which is interpreted to mean passable at an average speed
of 30-40 kilometers per hour (20-25 miles per hour); the
Length 3,670 ft. Longest tunnel in Balkan Peninsula.
Length 731 ft.
Length of longest is 535 ft.
Length 900 It.
Length over 650 ft.
Length 2,400 ft.
Length 2,000 ft.
Length 1,935 ft.
other 50 per cent were adjudged fair or bad, probably not
allowing speeds above 20 kilometers per hour (12 miles per
hour).
Extensive repairs and new construction have been carried
out by the Bulgarian Government (with German assistance
since 1941) and the quality of the road net has probably
improved considerably.
B. Natural conditions along roads.
(1) Adaptation of roads to terrain. In general terms Bul-
garia consists of two plain areas and two mountain areas
trending in a general east-west direction across the country.
On the north is a rolling plain area, in places level, elsewhere
hilly, known as the Danubian Tablelands. In the approximate
center of the country are the Stara-Planina (Balkan Moun-
tains); south of these are the Maritsa and associated valleys.
The southern and western border of the country is composed
largely of the Rodopi Planina (Rhodope Mountains).*
These alternating plain and mountain regions give Bulgaria
great diversity of relief, and are so cut off from one another
that communication between them is difficult.
Although Sofiya is not centrally located, its position in
relation to the natural routes connecting these regions makes
it the focal point of the national road system. (Plan VII - 2.)
To the northwest, a road from Sofiya through Dragoman
Pass leads across the frontier to Ni S on the Thessaloniki/
Beograd Highway. Directly north a road leads through
Prokhod Petrokhanski (Petrohan Pass) to Lom on the Danu-
bian border of the Danubian Tablelands. To the east, a
road from Sofiya runs through a series of east-west valleys
*In this chapter the term Rodopi Planina (Rhodope Mountains) is
applied to all the ranges of southwestern Bulgaria, including the Rodopi,
Rila, Pirin, Vitosha, and the western frontier ranges.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Page VII - 41
lying between the Stara-Planina and the Sredna Gora (Anti-
Balkans) to Burgaz on the Black Sea. From the Sofiya/
Burgaz road a number of roads branch off to passes through
the Stara-Planina and run north to Orekhovo (Orehovo),
they break up into three parallel chains, and though lower
are much wider. The Stara-Planina constitute a formidable
barrier between northwestern Bulgaria and Yugoslavia as
well as between the Danubian Tablelands and the Maritsa
Illustration VII- 23. Minor road near Trnovo.
Road leads from railroad station to village in valley.
Pleven, Ruse, and Shumen in the Danubian Tablelands. To
the southeast, a major route through the Maritsa Valley con-
nects Sofiya with Plovdiv and Kharmanli and with Edirne
in Turkey. To the south a road from Sofiya through the
Dzherman-Struma Valley in the Rodopi Planina provides
the most direct connection with Serrai, in Greece. At Pernik,
Dupnitsa, Gorna Dzhumaya and Petrich roads branch from
the Sofiya/Serrai route and lead across the frontier to various
points on the Thessaloniki/Beograd Highway.
(a) Danubian Tablelands. Most of the roads in the Danu-
bian Tablelands run north and south. From the marshy banks
of the Danube, the Danubian Tablelands rise abruptly in steep
cliffs, and then rise gradually to the south, where they merge
with the northern slopes of the Stara-Planina. Tributaries of
the Danube have cut deep winding trenches in the surface of
this undulating region. With few exceptions north-south
roads avoid these deep trenches and stay on the uplands,
descending only to serve the towns which are located in the
valleys. (Illustration VII - 23.) East-west travel is difficult.
The Danube Valley floor is extremely marshy and subject to
flooding, and is crossed by only one important road, from
Lom to Vidin. Thirty to 40 kilometers (19 to 25 miles) south
of the Danube, where the valleys become broader and lower,
east-west roads connect towns and settlements in the central
portions of the Danubian Tablelands.
(b) Stara-Planina. The Stara-Planina form the southern
border of the Danubian Tablelands. In the west their trend is
southeast. East of Sofiya their course is directly east to the
Black Sea, where they terminate at Cape Emine. They are
highest in their western and central portions. East of Sliven
Valley, the most important agricultural regions in Bulgaria.
In the northwestern corner of Bulgaria two passes, one of
which is less than 1,000 feet in elevation, lead through the
Stara-Planina to Yugoslavia. Four passes connect the western
Danubian Tablelands and the Sofiya Basin. East of Sofiya a
number of passes connect the Danubian Tablelands and the
Black Sea area north and west of Burgaz with the east-west
valleys south of the Stara-Planina. (Illustration VII - 24.)
The principal passes are given in Table VII - 39.
TABLE VII - 39
BULGARIA, PASSES CONNECTING DANUBIAN
TABLELANDS AND BLACK SEA AREA
WITH STARA-PLANINA
ROUTE
Vidin/Negotin, Yug.
Vidin/ZajeCar, Yug.
Lom/Nig, Yug.
Sofiya/Lom
Sofiya/Vrattsa
Sofiya/Botevgrad
Sofiya/Botevgrad
Zlatitza/Lukovit
Karlovo/Lovech
Kazanlk/Gorna
Orekhovitsa
Tvrditsa/Elena
Sliven/Elena
Sliven/Omortag
Straldzha/Shumen
Karnobat/Shumen
Burgaz/Varna
PASS
ALTITUDE
near Bregovo
236 m. ( 774 ft.)
Vrshka-Chuka
400 m. (1,312 ft.)
Sveti Nikola
1,441 m. (4,738 ft.)
Petrokhan
1,438 m. (4,718 ft.)
Iskr Gorge
510 m. (1,673 ft.)
Churek
ca. 1,000 m. (3,280 ft.)
Arabakonak
952 m. (3,123 ft.)
Etropole
1,350 m. (4,429 ft.)
Troyan
1,515 m. (5,003 ft.)
Shipka
1,333 m. (4,373 ft.)
Tvrditsa
1,092 m. (3,583 ft.)
Zheleznavrata
1,097 m. (3,606 ft.)
Kotel
865 m. (2,838 ft.)
Vrbitsa
824 m. (2,703 ft.)
Karnobat
ca. 600 m. (1,968 ft.)
Dermen-Dere
419 m. (1,375 ft.)
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII -42
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Illustration VII - 24. Shipka pass through the Stara-Planina.
Looking east. Kazanlk/Trnovo road in foreground. (Page VII - 55.)
Illustration VII- 25. Khaskovo/Komotini, Greece, Road.
Looking north toward Krdzhali. Road and railroad bridge over Arda River.
Rodopi Planina in distance. (Illustration VII - 6.)
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
A roved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
0 COMMUNICATIONS AND TRANSPORTATION Page VII -43
(c) The Maritsa and associated valleys. The Maritsa drain-
age system is divided into two east-west valley routes sepa-
rated by the Sredna Gora (Anti-Balkan Mountains), a low
range of mountains along the southern flank of the Stara-
Planina.
The more northerly of these two routes is composed of the
Sofiya Basin and a series of longitudinal valleys, generally
termed the Sub-Balkan Valley, providing a natural route
from Sofiya to Burgaz on the Black Sea. These valleys, how-
ever, do not provide a continuous valley route, since low
divides must be crossed from one valley to another. On the
west some steep grades mark the passage from Sofiya to the
Sarantsi Basin, and from the latter to the Zlatitza Valley.
eastward, these valleys are separated by low ridges, and
passage over them is never more than moderately difficult.
Passage south across the Sredna Gora (Anti-Balkans) is pro-
vided by several low passes; roads branch southward at
Pirdop (Pirdol), Karlovo, Kazanlk, Gurkovo, and Sliven,
and lead into the Maritsa Valley proper. From Burgaz two
roads cross hilly country to Strandzha and Malko Trnovo on
the Turkish frontier.
The Maritsa Valley proper is a broad plain bordered on the
north by the Sredna Gora and on the south and west by the
Rodopi Planina. (Illustration VII - 25.) The western pot-
Illustration VII - 26. Sofiya/Serrai road.
Above Petrich in the Struma Valley. Looking south.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII -44
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
tion of the valley is relatively flat and has more roads than
the eastern part, which is hilly. From Sofiya the principal
road runs through the western spurs of the Sredna Gora
following the Maritsa River, and connects in turn Banya
Kostenets, Pazardzhik, Plovdiv, and Kharmanli. Each of
these towns is the focal point of routes south to the Rodopi
Planina and north to the Danubian Tablelands. From Plovdiv
and Kharmanli two roads converge on Stara-Zagora, continu-
ing as a single route to Sliven and Burgaz. From Kharmanli
the main road from Sofiya continues to Svilengrad and from
there to Edirne in Turkey. East of the Tundzha River, the
terrain is increasingly rugged, and the road net' is sparse;
only one major road, the Svilengrad/Burgaz route, crosses
the area.
(d)Rodopi Planina. The Rodopi Planina, which lie south-
west of the Sofiya/Plovdiv/Edirne Highway, form a rugged
mass. Few natural routes lead through the Rodopi Planina
and road construction is consequently difficult and expensive.
From Sofiya, a road following the Dzherman/Struma Valley
runs to Serrai in Greece and the Aegean Sea through a series
of narrow river plains separated by gorges. (Illustration
VII - 26.) From the Sofiya/Serrai route a number of roads
branch off to the west, leading into Yugoslavia. Originating
at Dupnitsa, a branch road to Kumanovo runs through the
Kyustendil Valley and crosses the frontier via the Devebair
Pass. Farther south two less important roads branch off at
Gorna Dzhumaya and Kriva-Livada, and by way of difficult
passes lead into Yugoslavia, one running to Carevo-Selo and
the other to Strumica. Finally, near the Greek frontier, a road
from the Sofiya/Serrai route follows the Strumitsa Valley
into Yugoslavia. East of the Struma Valley there are few
good north-south roads in the Rodopi Planina. Two routes
to the Aegean, the Sofiya/Drama and Plovdiv/Xanthi roads,
are confined to winding mountain valleys. Adequate east-
west roads are also lacking. From Dupnitsa on the west
the best of these follows the Klisura Valley east to Samokov,
and from there crosses over a low pass leading to Banya
Kostenets in the Maritsa Valley.
(2) Climate and weather. The annual precipitation in Bul-
garia ranges between 20 and 30 inches. The heaviest rainfall
occurs in May and June, and, combined with melting snows
from the mountains, gives rise to serious floods in the low-
land areas. The Danube and the lower courses of the rivers
in the Danubian Tablelands inundate large areas. The soils in
valleys of the Danubian Tablelands are fine-textured and prob-
ably very sticky when wet. The soils in the upland surface of
the Danubian Tablelands are quite porous, drain rapidly, and
should be passable most of the time. Roads in the Sofiya Basin,
in the eastern portion of the Tundzha Valley, and along the
banks of the Maritsa River are subject to flooding, and
travel over them may be disrupted in spring and early sum-
mer. The area south of the Stara-Planina is very dry in late
summer, producing extremely dusty roads. Since the sub-soil
of the road beds is usually dry before freezing, heaving of
road beds during spring is probably at a minimum.
The snowfall in the Danubian Tablelands is moderate, and
of relatively short duration. Strong winds blowing from the
northeast may build drifts of sufficient depth to block the
roads in the upland surface. Valleys in the Danubian Table-
lands are protected, and the snow cover seldom persists more
than 30 days.
Many passes in the Stara-Planina are closed by heavy falls
of snow. Reports indicate that roads through passes at
460 meters (1,500 feet) and lower are usually open through-
out the winter. The Vidin/Negotin route into Yugoslavia
is open, while the Vidin/Zajeear and Lom/NiS. routes are
blocked from December through February. It is probable that
the new road from Sofiya through the Iskr Gorge to Vrattsa
was built to provide a route free from snow blockade. Other
routes running north from Sofiya employ passes over 900
meters (2,950 feet) in altitude. East of Sofiya, principal roads
through passes in the Stara-Planina are blocked intermittently
from December through February. According to all reports,
bus lines in this area are able to maintain fairly regular
schedules in winter.
The snow cover in the Maritsa Valley is of short duration
and does not hinder communications.
The heaviest snows in Bulgaria occur in the Rodopi Planina.
Nevertheless, the route from Sofiya through Kyustendil to
Kumanovo in Yugoslavia can be used throughout the year.
The northern portion of the Sofiya/Serrai route may be
blocked intermittently during December and January. Other
roads through the Rodopi Planina may be impassable for
considerably longer periods of time. Snow in the high passes
lingers far into the summer months.
(3) Terrain adjacent to roads.
(a) Cover. Cover suitable for concealing motor transport
varies considerably from region to region. Though 28 per cent
of the area of Bulgaria is classed as forest land, most of it
lies in the Stara-Planina and the Rodopi highlands, where
the terrain prevents .deployment. It is probable that the rate
of cutting has increased since the war, and that forests near
good roads have been heavily depleted.
The Danubian Tablelands are practically treeless. Cover
along roads through this area is limited to village streets
and to thickets bordering streams. Toward the eastern por-
tion of the Danubian Tablelands roads from Shumen and
Razgrad into Rumania have good cover in the Deli-orman
Forest. Along the coast of the Black Sea the Longoz and
Genish-Ada forests afford good cover for roads converging
upon Varna.
Roads crossing the Stara-Planina run through much wooded
country (beech and oak). The northern slopes are more
heavily forested than the southern, but the northern slopes
are probably accessible at only a few points. Most of the
favorable slopes in these mountains have long been deforested
and are used for grazing.
In the valleys and basins south of the Stara-Planina and
north of the Sredna Gora there are few extensive areas of
woodland. Roads in the Sofiya Basin have very little protec-
tive cover. In the Zlatitza, Karlovo, and Kazanlk Valleys
favorable terrain provides easy access to scattered groves of
walnut and fruit trees, which may effectively conceal small
units. In the Tvrditsa and Sliven Valleys, which lie farther
east, cover is very sparse, being limited to isolated patches
of oaks. In the western and central portions of the Sredna
Gora, which form the southern border of these valleys, there
are many well-wooded areas. Large groves of beech trees
alternate with pasture land and provide good but discontinu-
ous cover. Access to cover is usually good.
In the Maritsa Valley proper, most of the land is in cultiva-
tion. Willow and aspen grow along the main stream banks
and may screen movements, but offer little concealment from
the air. In the Plovdiv and Stara-Zagora areas orchards and
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Appr ed For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION Page VII -45
walnut groves provide limited, discontinuous concealment.
East of Plovdiv small oak woods, and patches of scrub growth
may conceal small units. Between the Tundzha Valley and
the Black Sea wooded hills provide fair cover for the roads
leading from Burgaz and Yambol into Turkey. Access to cover
diminishes toward the frontier, where the terrain is rugged
and, in places, mountainous.
The Rodopi Planina are clothed with dense forests. Access
to cover from the road is usually difficult, and dependent upon
local terrain. Orchards in the small valleys and mountain
basins drained by the Struma may be reached from the roadside.
(b) Deployment. Conditions for deployment in Bulgaria
range from fair to good in the Danubian Tablelands and the
there are limited areas favorable for deployment in valleys
leading to the Black Sea.
In the basins and valleys south of the Stara-Planina the
terrain is favorable for deployment and some cross-country
movement. In the Sofiya Basin movement from the road is
hindered by perennial marshes. In addition, the network of
tributaries which joins the Iskr near Sofiya floods large areas
during the spring months. The terrain in the Zlatitza, Kar-
lovo, Kazanlk, Tvrditsa, and Sliven Valleys is generally
favorable for deployment. Movement from the road is rather
poor in the hilly Areas which separate these valleys from one
another. In the eastern end of the Sliven Valley, the Azmak
River is bordered by large marshy tracts.
Illustration VII - 27. Minor road near Madara.
Sixteen kilometers (ten miles) east of Shumen.
Maritsa Valley. Elsewhere they are poor. Movement across
country for any considerable distance is uncertain and difficult.
In the Danubian Tablelands conditions for deployment are
usually good. On the rolling upland surface, movement from
the roadside is possible in most of the area. Cross-country
movement from point to point is quite uncertain, and likely to
be interrupted by deep, steeply walled valleys. Deployment
from valley roads is limited by the marshy areas which border
the lower courses of the streams. The banks of the Danube are
also marshy, and can be traversed with safety only when
frozen. Toward the east, the hilly area bordering the Rumanian
frontier and the Black Sea is unfavorable for cross-country
movement, but probably suitable for short-range deployment.
Deployment is usually impossible from roads leading
through the Stara-Planina. East of Sliven, where the Stara-
Planina are lower and divide into several parallel ranges,
Roads leading through the Sredna Gora and connecting
these east-west valleys with the Maritsa Plain employ low
passes, whose approaches have moderate slopes. Deployment
in the pass areas is restricted, especially on the road leading
from Kazanlk to Stara-Zagora.
In the Maritsa Valley, much of the terrain is suitable for
deployment. The network of roads serving this agricultural
region is of moderate density, and could be used during dry
weather for cross-country movement. The banks of the
Maritsa, as well as the lower courses of its confluents, are
marshy and difficult of access. Large, irrigated rice fields also
border the river banks. East of the Tundzha River, roads to
the Black Sea area cross rugged hilly land. Near the Turkish
frontier hills become mountainous and seriously hinder
deployment.
In the Rodopi Planina deployment is extremely limited
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII -46
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
and local in character, and cross-country movement is virtu-
ally impossible. Subsidiary routes are few, and, where they
exist, are little better than trails or cart tracks. Only in the
small basins and valleys is movement from the roadside feasi-
ble. Southwest of Sofiya the route to Kyustendil runs through
the plains of Pernik, Radomir, and Kyustendil. Movement
across these lowlands is usually free, though the Radomir
Plain is marshy and subject to floods in spring and early
summer. South of Sofiya, the road following the Dzherman
and Struma Rivers into Greece is confined for the most part
to narrow, and at places gorge-like, valleys. East of the
Struma Valley and south of the Maritsa Valley roads through
the Rodopi Planina wind through ravines and gorges.
C. Administration.
It is reported that about half of the Bulgarian roads are
owned by the state. Included are military roads and roads
connecting the important towns, railroad stations, and ports.
The state classifies these roads according to width, curves, and
grades (Topic 77 - D, Standards of Construction and Quality).
The administration of state roads is a function of the Ministry
of Public Works, Roads and Plans, a department of which is
devoted to roads and bridges. Maintenance stations located
along state roads are established and supervised by the Minis-
try. Minor roads (Illustration VII - 27), communicating with
principal roads and connecting villages of little importance,
are generally administered by local authorities.
D. Standards of construction and quality.
(1) Surface and roadbed. According to official statements,
Bulgarian roads are predominately waterbound macadam,
with only a few kilometers of other types of surfaces. The
surface and length of the roads is shown in Table VII - 40.
TABLE VII - 40
BULGARIA, SURFACE AND LENGTH OF ROADS
1938
Km. MI.
Waterbound
1939
Km. Mi.
1940
Km.
MI.
macadam. . 18,813 11,690
19,141
11,894
20,000
12,427
Granite block
240
149
337
209
500
311
Cement concrete
28
17
53
33
80
50
Bituminous
concrete
15
9
11
7
11
7
Block brick
2
1.2
2
1.2
2
1.2
Total
19,098 11,866.2
19,544
12,144.2
20,593
12,796.2
Figures for 1940 are estimated, since surface statistics were
withheld by the government. Although no figures exist on
other types of surface, it is reported that local roads are
likely to be unmetalled; some have improved earth or sand-
clay surfaces.
The waterbound macadam roads consist of a base of broken
stone, laid by hand, covered with a layer of crushed limestone
or sand, and finished with road rollers. Frequently little
attention is given the rolling process and some roads are
consequently poorly compacted.
Stone-block paving, an endurable surface that can be built
with local materials and little mechanical equipment, has
increased in popularity in recent years. This type of surface
is found especially around Sofiya and in other districts where
granite is abundant (Table VII - 4.5).*
*Tables 44 and 45 will be found on pages 59 and 60.
Maintenance of road surface varies considerably among
individual roads; as a rule, however, it is poor. Poor drainage
is a common defect, due both to construction and maintenance
as well as to weather and soil conditions. Government regu-
lations require ditches along every road. These together with
numerous culverts are expected to provide adequate drainage.
Nevertheless traffic is hindered even on the best roads because
the surface becomes spongy and rough during the rainy season.
Since 1941 the Bulgarian Government, with the aid of
German engineers, has improved considerably the quality of
selected principal roads. Road connections between Bulgaria
and newly acquired territories have been improved and wid-
ened; attention has been paid roads to the Dobrogea (Dobruja),
to Greece, and to Yugoslavia, and according to one account
these roads will now accommodate 30-ton tanks. In March
1943 the Todt organization undertook to build 1,200 kilo-
meters (745 miles) of bituminous surfaced roads for the Bul-
garian Government. As far as is known, however, construction
was never begun.
(2) Width of road and shoulders. Surfaced roads are offi-
cially divided into four_ classes, distinguished according to
grades and curves, but primarily according to width. The
various classes of roads are expected to have the widths given
in Table VII - 41.
TABLE VII - 41
BULGARIA, CLASSES AND WIDTHS OF ROADS
CLASS WIDTH
SURFACED
PART
M. FT.
BETWEEN DITCHES
M. FT.
INCLUDING
DITCHES
M. FT.
Main
6.0
19.7
9.0
29.5
12.0
39.4
First
5.0
16.4
8.0
26.2
11.0
36.1
Second
4.0
13.1
7.0
23.0
10.0
32.8
Third
4.0
13.1
6-7.0
19.7-23.0
8.4
28.0
In 1939 only 9,000 kilometers (approximately 5,600 miles)
of roads were listed as first class or better and consequently
had roadways at least five meters (16.4 feet) wide. The strict
accuracy of these figures may be questioned; they are probably
somewhat too conservative. However, it is clear that a large
proportion of Bulgarian roads are very narrow. Principal
highways through rugged terrain, as well as minor roads
generally, are suitable for only one-way traffic with occa-
sional passing. Since 1941 many principal highways have
been widened and improved for military purposes.
Shoulders on each side of the road are supposed to be
approximately 1.5 meters (4.9 feet) wide. Where the terrain
permits this rule is adhered to, but in the mountains and
through numerous defiles, shoulders are likely to be either
very narrow or entirely lacking.
(3) Grades and curves. According to government specifi-
cations, grades and curves on the various classes of roads must
meet the requirements given in Table VII - 42.
CLASS OF
ROAD
TABLE VII - 42
BULGARIA, ROAD REQUIREMENTS
MAXIMUM
GRADES
(PER CENT)
MINIMUM
RADIUS
OF CURVES
MINIMUM
DISTANCE
BETWEEN CURVES
M.
FT.
M.
FT.
Main
6
50
164.0
30
98.4
First
6
50
164.0
30
98.4
Second
7
30
98.4
20
65.6
Third
7
20
65.6
20
65.6
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
A proved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Page VII -47
Few roads, regardless of class, come up to the standards
for maximum grades. The ruling grade on the principal routes
to Greece, Yugoslavia, and through the Balkans is commonly
ten to 20 per cent. Construction of mountain roads is largely
controlled by terrain; switchbacks and serpentine routes fail
to conform to government specifications for the lowest class
road.
(4) Bridges. Almost every road in Bulgaria crosses several
streams and the total number of bridges and culverts is rather
large. In 1939 there were 8,299 bridges and 34,283 culverts.
amount of road traffic. On slightly travelled mountain roads
the width between parapets must be 3.6 meters (11.8 feet);
width of the roadway on the bridge must be three meters
(9.8 feet). On roads of medium or heavy traffic consisting of
carts, motor cars, agricultural machinery, or light trucks,
width between parapets must be five meters (16.4 feet); width
of roadway 4.4 meters (14.4 feet). On roads of heavy traffic
consisting of heavy trucks, carts, automobiles, or agricultural
machinery-, width between parapets must be 5.6 meters (18.4
feet) and five meters (16.4 feet) on the roadway. In spite of
the low quality of existing bridges, they probably are not a
Illustration VII - 28. Bridge in Iskr Gorge.
Connects Lakatnik on the railroad to Sofiya with minor road on west bank of Iskr River.
According to official statistics, new construction of bridges
proceeded steadily before the war. In 1937, 2,541 new bridges
and culverts were built, 3,620 in 1938, and 2,390 in 1939
(Tables VII - 44 and VII - 45).
Although some very poor bridges have been replaced, the
quality of bridges generally is poor. Their load capacities are
particularly low, and many cannot bear loads of five tons.
The width of bridges is regulated by the government. The
specifications, which are probably observed in practice in new
construction, are exceedingly unpretentious. Bridges with a
single arch two meters (6.6 feet) or less in length must be as
wide as the road. These are classed as culverts. The width
of bridges with an arch over two meters (6.6 feet) in length
or with more than one arch is to vary according to the
crucial factor in the road system. Mountain bridges are re-
ported to be so short that they can be braced to bear most
military loads. (Illustration VII - 28.) Many streams along
valley floors are shallow with gravel beds, and in the dry
season are easily forded by motor transport.
Although the rate of building throughout Bulgaria has
doubtless dropped since the war began, German engineers
and forced-labor battalions have speeded bridge building as
well as surface improvements on strategic roads. In many
parts of the country existing bridges are reported to have been
strengthened under German direction. On the roads to Greece,
particularly the Sofiya /Serrai ?route, bridges are reported to
be repaired. Bridge repairs are also said to have been made on
the road from Sofiya to Kazanlk and on roads south of Ruse.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII -48 COMMUNICATIONS AND TRANSPORTATION
E. Maintenance.
In 1939 Bulgaria had 628 road maintenance stations, divided
among the administrative regions as follows: Burgaz, 54;
Vrattsa, 90; Plovdiv, 94; Pleven, 86; Sofiya, 99; Stara-Zagora,
69; Shumen, 136. Stations were added steadily in the years
before the war, 43 in 1937, 60 in 1938, and 26 in 1939. The
location of the stations is unknown.
As of January 1941, there were 350 gasoline or steam rollers
in Bulgaria, 25 stone crushers, 11 boring machines, 10 trac-
The Bulgarian population has generally considered main-
tenance of automobiles for private affairs a luxury, and a
rather large proportion of registered vehicles are engaged in
hauling passengers or freight for hire. (Illustration VII - 29.)
The Bulgarian Automobile Administration, under the Min-
istry of Public Works, has exercised control over all highway
transport lines. In 1939 the state operated 1,200 trucks, which
transported 90 million ton-kilometers (62 million ton-miles)
of freight. In the same year private companies carried 80
Illustration VII - 29. Truck caravan.
Road in the mountains of southern Bulgaria.
tor graders, 100 motor trucks, and 1 mechanical sprinkling
machine. However, most work of maintenance is done by
hand. Road material generally comes from the vicinity of
the road to be built. Stone quarries, gravel, and sand are
reported to be abundant, and the relatively small amount of
cement used in road construction is of domestic manufacture.
Since the war, construction and repair gangs have been
organized from forced labor. A report of May 1942 stated
that 95 separate detachments had been formed. These con-
tained approximately 5,000 men working in all parts of
Bulgaria.
F. Traffic density and use of roads.
No statistics on the density of traffic in Bulgaria exist. The
value of such statistics for estimating Bulgarian road capacity
is doubtful, since motor traffic is very light and the capacity
of a road is normally never reached. On rural roads much of
the local traffic is carried in animal-drawn vehicles and few
automobiles are seen.
million ton-kilometers (55 million ton-miles). Two hundred
fifteen bus lines with a total length of 10,000 kilometers
(approximately 6,200 miles) are reported to have carried
6,700,000 passengers in 1939, about half the number carried
by the state railroads. Since that time bus lines have been
cancelled where they duplicated service by railroad. While
service is mostly on urban or local lines, several long-distance
lines exist. Sofiya is the focus of lines to Skoplje, Petrich,
Thessaloniki, Nevrokop, Razlog, Vrattsa, Samokov, Karlovo,
and Kazanlk. Other bus lines reported are Burgaz/Varna and
Trnovo /Sevlievo /Troyan
G. Vehicles.
Although the number of automobiles in Bulgaria, espe-
cially trucks and buses, showed a steady increase immediately
before the war, the total number remains inconsiderable. With
an average of 9.7 automobiles for every 10,000 persons, Bul-
garia has the smallest number of cars, in relation to popula-
tion, in the Balkans.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
ved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Page VII -49
TABLE VII - 43
BULGARIA, NUMBER OF MOTOR VEHICLES
AUTOMOBILES
1936
1937
1938
1939
Passenger
2,105
2,478
2,503
3,030
Buses
410
542
587
753
Trucks
709
1,091
1,616
2,316
Total
3,224
4,111
4,706
6,099
Many passenger automobiles are old models of American
manufacture, while newer cars are mostly German and Italian.
Approximately 400 of the listed passenger cars are taxicabs.
An unknown proportion of converted passenger cars are used
as buses and are included in the bus figures. Of the total num-
ber of trucks, 231 are reported to be Diesel powered. In 1939,
H. Description of main roads.
(1) Sofiya/Plovdiv.
(a) Log.
Km.
mi.
Sofiya
0.0
0.0
Vakarel
38.0
23.6
Ikhtiman
56.0.
34.8
Banya Kostenets
78.0
48'.5
Belovo
96.0
59.7
Pazardzhik
134.0
83.3
Plovdiv
171.0
106.3
This road is a part of the direct route between Caribrod,
Yugoslavia, and Edirne, Turkey. From Sofiya to Pazardzhik
the surface consists of granite blocks; from Pazardzhik to
Illustration VII - 30. Bridge over Maritsa River.
Road into Plovdiv. Looking south.
in addition to the vehicles listed, there were 3,272 motorcycles.
Late reports, while incomplete, suggest that the number
of vehicles in Bulgaria has increased somewhat since 1939; a
few trucks have been imported, probably for military pur-
poses. Nevertheless, fewer vehicles are in use due largely to
shortage of fuel, and, according to one report (1943), 300
buses are idle.
There is no recent general information on repair facilities
or personnel. However, it is known that the Germans under-
took large-scale construction of truck garages in Stara-Zagora
and Plovdiv in 1941.
Although the exact percentage is not known, a large pro-
portion of road traffic is carried by animal-drawn vehicles.
Many rural roads, particularly in the mountains, are reported
to be impassable except by wagon. The commonest type of
such vehicles consists of small four-wheeled wagons, some of
which carry loads up to 1,200 pounds. These are drawn by
horses, oxen, or water buffalo. Another common vehicle is
the two-wheeled country cart, drawn by a single horse, and
capable of carrying loads up to 700 pounds.
Plovdiv it is concrete (1943). It is reported to be a three- to
four-lane highway (1943). An alternate route from Sofiya to
Banya Kostenets runs south along the Iskr River via Samokov.
While the latter is in good condition, it covers more difficult
terrain. When the Maritsa is in flood the Pazardzhik /Plovdiv
section is in danger of interruption. There are few very sharp
curves on the road as a whole, but some are found between
Banya Kostenets and Belovo. Grades of 10-20 per cent are
found northwest of Vakarel, and lesser grades (up to 10
per cent) in the vicinity of Ikhtiman.
(b) Route. The road leaves Sofiya and follows the river
terrace. A more difficult alternate route to Plovdiv, via Sarno-
kov, branches south at kilometers seven (miles 4.3). About
one-half kilometer (0.3 mile) further on, the road leads down
into Iskr Plain and crosses the Golern Iskr River. The road
continues, ascending gently with very few curves, to Novi
Khan, altitude 621 meters (2,037 feet). East of Novi Khan
the road crosses a steep-sided ravine and intersects the rail-
road three times within 2.5 kilometers (1.6 miles), climbing
the steep slopes of the Ikhtiman Range. At an elevation of
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII-50
Approved For Release 2000/08/29: CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
about 860 meters (2,822 feet) the road runs on an almost level
course to Vakarelski Hanove (Vakarel Station), then down-
grade, paralleling the railroad through a precipitous narrow
gorge 2.5 kilometers (1.6 miles) long. Beyond the gorge, the
road proceeds over undulating terrain to Ikhtiman. The road
to Banya Kostenets and Pazardzhik crosses the Maritsa River
twice, continues fairly straight and level through the Maritsa
Valley rice and tobacco fields and grazing land to Plovdiv.
(c) Notes. Important bridges and viaducts are located at
Vakarel, near Ikhtiman, north of Banya Kostenets, west of
Pazardzhik, and in western Plovdiv. The Vakarel viaduct,
located 31 kilometers (19 miles) from Sofiya, is of masonry
construction, 129.8 meters (426 feet) long, seven meters (23
feet) wide, and 30.5-39.6 meters (100-130 feet) high. The
viaduct at Ikhtiman crossing a minor stream at an altitude
of about 305 meters (100 feet), constitutes a vulnerable point
on the road. The Pazardzhik and Plovdiv bridges are iron,
about 50 meters (164 feet) and 50-75 meters (164-246 feet)
long respectively. (Illustration VII - 30.) Of the important
bridges on this road, seven are stone, six concrete, two iron,
one wooden, and one of unspecified material.
The Maritsa River in the Pazardzhik/Plovdiv area is very
shallow, with a firm sand and gravel bed. It can be forded
at Plovdiv when not in flood; average width of the stream is
100-300 meters (328.1-984.3 feet). Banks are likely to be
marshy in places.
(2) Plovdiv/Edirne, Turkey.
(a) Log.
Km.
Plovdiv
0.0
0.0
Khaskovo
77.0
47.8
Kharmanli
111.0
69.0
Svilengrad
145.0
90.1
Edirne
177.0
110.0
This road forms part of the Caribrod, Yugoslavia/Edirne,
Turkey route. Average width is 'six to eight meters (19.7-
26.2 feet); type of surface not known but is probably water-
bound macadam. In late 1942 work on this road was still in
progress. Floods endanger sections of it every spring. Curves
are few, and there are no serious grades.
(b) Route. Road runs close to Maritsa River through rice
fields (marshy during flood time) to Popovitsa, kilometers 26
(miles 16.2). There it swings away from river, and crossing
numerous streams hugs the lower slopes of Rodopi Planina
to Khaskovo, then follows Olu Dere Valley to Kharmanli.
From Kharmanli to Edirne the road follows the Maritsa
River, crossing to the right bank at Svilengrad.
(c) Notes. Important bridges are located at Plovdiv,
Kharmanli, and Svilengrad, where the road crosses the Ma-
ritsa. Two other bridges are reported between Plovdiv and
Kharmanli.
(3) Sofiya/Lom.
(a) Log.
Km.
mi.
Sofiya
0.0
0.0
Petrokhan
56.0
34.8
Berkovitsa
79.0
49.1
Ferdinand
104.0
64.6
St. Tserovene
129.0
80.2
Lom
159.0
98.8
This is a good macadam road, with an average width of
six meters (19.7 feet). It is very winding and steep between
Kostinbrod and Berkovitsa. In winter, sections are often made
impassable by snow and rain; between Berkovitsa and Lom,
stretches of road are subject to floods.
(b) Route. The road crosses Sofiya Plain to Kostinbrod,
kilometers 12 (miles 7.5). Beyond Kostinbrod, it climbs the
barren slopes of the Stara-Planina, crossing Iskrets (Iskret)
Valley. The road then rises in a series of hairpin curves and
long grades (up to 20 per cent) to Petrokhan Pass, altitude
1,438 meters (4,718 feet). Leaving Petrokhan, it descends in
steep hairpin curves through wooded terrain to Klisura vil-
lage. The road follows the Klisura River through Berkovitsa
to Ferdinand, after crossing the Danube Plateau. Three kilo-
meters (two miles) south of Lom, the road drops abruptly
into Lom Valley, crossing the river before entering town.
(c) Notes. An important bridge crosses the Tsibr River
south of St. Tserovene. Nine principal bridges are reported
(1942) between Sofiya and Lom: two stone, one wooden,
three iron (one of six spans, one of three, one unspecified),
one iron and concrete, and one unspecified.
(4) SofiyalVrattsa. A new road through Iskr Gorge pro-
vides a direct route from Sofiya via Kurilo and Svoge to
Vrattsa. Until recently only the railroad and a rough wagon
track followed this course. The new road was reported com-
plete at the end of 1942. (According to a conflicting account,
it was still under costruction at that time.) Jewish labor
battalions were reportedly employed.
The exact itinerary of the new road is unknown. It was
probably built to provide a route free of snow blockades from
Sofiya north through the Stara-Planina.
(5) Sofiya/Varna.
(a) Log.
Km.
mi.
Sofiya
0.0
0.0
Botevgrad
60.0
37.3
Lovech
166.0
103.1
Trnovo
250.0
155.3
Omortag
324.0
201.3
Trgovishte
346.0
215.0
Shumen
385.0
239.2
Varna
476.0
295.8
This road is one of the two principal highways between
Sofiya and Black Sea. The roadbed is metalled and has been
repaired and widened to an average of six meters (19.7 feet),
but is dusty and rough in places. Bridges in the Sofiya/Botev-
grad section have been improved to take loads of 15 tons
(1942). The road crosses moderately hilly country most of
its way, with very few steep grades and sharp curves. The
Lovech/Trnovo section is difficult in wet weather.
(b) Route. Sofiya /Lovech. From Sofiya the road starts
east across the plain, turns north at kilometers 20 (miles 12.4),
then leads over a 1,000-meter (3,281-foot) pass to Botevgrad,
altitude 331 meters (1,086 feet), via Churek. An alternate
route continues east through Sarantsi and Arabakonak Pass.
Between Churek and Botevgrad the road is winding in places
and steep. East of Botevgrad the road leaves the mountains,
passes through a twisting gorge and, crossing Mlk. Iskr
River, climbs rapidly to Yablanitsa, situated beyond a low
ridge, altitude 429 meters (1,407 feet). Descending, it crosses
Vit River, cutting through hills to Blgarski-izvor (Turski
Isvor), kilometers 126 (miles 78.3). Leaving Blgarski-iz vor,
the road follows a fairly level course to Mikre, then climbs
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
roved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Page VII - 51
steep grades (up to ten per cent) over a low divide to Lovech,
kilometers 166 (miles 103.1).
Lovech/Trnovo. This road crosses two undulating, partly
wooded plateaus which extend between the Osm River,
crossed by road at Lovech and the Rositsa River, crossed at
Sevlievo, and the Yantra River, crossed at Trnovo. Altitudes
vary from about 500 meters to 200 meters (1,640-656 feet).
Trnovo/Shumen. Leaving Trnovo (Illustration VII - 31),
this road crosses Yantra and runs through cultivated land
cut by numerous streams to cross Karadere. Thence the road
(6) SofiyalBurgaz.
(a) Log.
Km.
Sofiya
0.0
0.0
Pirdop
80.0
49.7
Karlovo
148.0
92.0
Kazanlk
201.0
124.9
Stara-Zagora
235.0
146.0
Sliven
304.0
188.9
Aitos
384.0
238.6
Burgaz
415.0
257.9
Illustration VII- 31. Asenova, a suburb of Trnovo.
The Trnovo/Shumen road enters village in right foreground, crosses Yantra River
over bridge in center, and climbs to plateau surface. Looking east.
rises through hilly country to Omortag. Continuing through
woods to Prolaz, altitude 472 meters (1,548 feet), the road
then descends through a narrow gorge and winds through
hills to Trgovishte. From Trgovishte to Shumen, it crosses
undulating partially wooded country, and crosses the Varna
and a number of other streams and rivers.
Shumen/Varna. This road passes over hilly country, and
crosses a great many streams. It winds over hills, most of
them low and partially cultivated. One steep hill occurs 20-25
kilometers (12.4-15.5 miles) east of Vetreno (10-20 per cent
grades). From Shumen to Vetreno, the road crosses several
rivers.
This road, running from Sofiya to the Black Sea between
Stara-Planina to the north and the low Sredna Gora chain
to the south, is the southernmost of the two principal east-
west highways of Bulgaria. It is metalled, 6 meters wide
(19.7 feet). Since German occupation, it has been subject to
heavy military traffic. Although reported to be in excellent
condition (1942) it is likely to be rough and dusty. In 1940
the Aitos/Burgaz section was in bad condition except for
eight kilometers (five miles) of stone paving outside Burgaz;
it has since been classified as a first-class motor road (October
1942). German engineers have strengthened bridges in the
Sofiya/Kazanlk section (1942). While a few steep grades and
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII- 52
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION ,iNalfifigrOPE21.1
bad curves occur between Sofiya and Kazanlk, the road as a
whole is not difficult. From Sofiya to Burgaz the road paral-
lels the railroad, and crosses it at frequent intervals.
(b) Route. Sofiya/Karlovo. The terrain is rough, and
the road crosses two water divides which are quite steep and
are in danger of washouts in the rainy season. From Sofiya
the road runs over the bare Sofiya Plain, crossing the Golem
Iskr River at kilometers eight (miles five) outside Vrazh-
debna. Around kilometers 25 (miles 15.5) it climbs rapidly to
Sarantsi Basin, and reaches Sarantsi village (kilometers 35,
miles 21.7) after crossing the Vominska River three times.
Beyond Sarantsi village the road passes through Sarantsi
Gorge, a very narrow passage between steep walls. From
kilometers 42. (miles 26.1) the road climbs over Gulubets
divide (Zlatitza ridge), altitude 900 meters (2,953 feet), and
then descends into Zlatitza Basin, altitude 700 meters (2,297
feet), running on to Pird.op (kilometers 85, miles 52.8), on
northeastern edge of basin. (Branch roads run north to
Lukovit and south to Pazardzhik.) A few kilometers beyond
Pirdop, the road crosses the hillside above the north bank
of the Topolnitsa River, many streams and some marshy land.
At kilometers 102 (miles 63.4) the road crosses a low pass at
Kosnitsa, then descends steeply to Klisura defile, two to
three kilometers (0.5-1.5 miles) long, a deep and narrow part
of Strema Valley. Here the road crosses the Strema River
near the entrance and then follows the valley to Karlovo.
Karlovo/Stara-Zagora. This road runs through the Valley
of Roses, the rolling Tundzha Valley, and over the Surnena
Gora. From Karlovo the road winds along mountain slopes,
crossing many streams and some marshy ground, down
through the upper part of Tundzha Valley to Kazanlk. (Branch
roads run north to Gabrovo, and east to Sliven.) From
Kazanlk the road continues down Tundzha Valley for 18
kilometers (11.2 miles), crosses the river, and begins ascent of
Sredna Gora Range. The altitude near the summit is 469
meters (1,539 feet). The road then descends Sredna Gora along
a small wooded valley to Stara-Zagora.
Stara-Zagora/Sliven. From Stara-Zagora roads branch south-
west to Plovdiv, south to Kharmanli, and north to Kazanlk
and Sliven. The road from Stara-Zagora enters vineyard
country and continues along a plain southeast of Sredna Gora
Range crossing several small streams. From Popov?, kilo-
meters 273 (miles 169.6), the road climbs the eastern spurs of
Sredna Gora. There are no steep grades, the altitude being
not over 250 meters (820 feet). At Staro Selo the road descends
into Tundzha Valley, crosses the Tundzha and an affluent,
then continues fairly level through Chairli to Sliven.
Sliven/Burgaz. Roads branch from Sliven north to Trnovo,
west to Kazanlk and to Stara-Zagora, and south to Yambol.
From Sliven to Burgaz the road runs at an average elevation
of about 100 meters (328 feet). It crosses the Azmak Dere
(River) five to seven kilometers (8-11 miles) west of Karno-
bat, rising from that point to the summit of a low divide.
From there the road drops gradually into the rolling plain
extending to Burgaz.
(c) Notes. The following bridges are important: over the
Tundzha west of Sliven; over the Azmak west of Karnobat;
over the Aitoska west of Aitos.
As far east as Yambol the Tundzha has an average width
of 46 meters (150 feet) and a depth of one to two meters (three
to seven feet). The banks are generally low and in dry weather
the river can be forded by carts in many places.
(7) Varna/Burgaz.
(a) Log.
Km.
Varna
0.0
0.0
Vetreno
45.0
28.0
Provadiya
61.0
37.9
Aitos
134.0
83.3
Burgaz
165.0
102.5
This is the principal road between Bulgaria's two Black
Sea ports. There are numerous steep grades. The road is in
good condition, with average width of at least six meters
(20 feet) (1942). The surface is probably macadam except for
a few kilometers outside of Burgaz and Varna where it is
paved with stone (1942).
(b) Route. The route follows the Sofiya/Varna road to
Vetreno. From Vetreno the road climbs over a rise to descend
into Provadiska Valley, and crosses the river a few kilometers
north of Provadiya to enter the town. From Provadiya the
road descends into Ana-Dere Valley, then climbs over another
divide into Golema? Kamchiya Valley, and from there into
Luda Kamchiya Valley. After following the Alma-Dere
(River) for a few kilometers, the road ascends to the Dermen-
Dere Pass, altitude 419 meters (1,375 feet), crossing it via the
spectacular Bogaz-Dere defile and enters Aitos. From Aitos
to Burgaz the route follows the Sofiya/Burgaz road.
(c) Notes. A shorter alternate route along the coast, via
St. Orekhovo, has been widened and improved recently (1942).
(Illustration VII - 32.) In latest reports (March 1943) it is
classed as a second-class motor road. It passes through
boggy ground south of the Kamchiya River. Between kilo-
meters 43 and 58 (miles 26.7-36.0) there is an unmetalled
strip of road which is impassable in wet weather; the rest is
metalled (1942).
An important bridge on the alternate coast route is over
the canal south of Varna. This bridge is of new, metal con-
struction, 64 meters (210 feet) long, 11.6 meters (38 feet)
wide; it lifts by electric power, creating an 18.3 meter (60 feet)
clearance for ships.
(8) Ruse/Trnovo.
(a) Log.
Km.
Mi.
Ruse
0.0
0.0
Bela
51.0
31.7
Trnovo
102.0
63.4
Part of the road from Ruse on the northern frontier to
Edirne, Turkey, is metalled and said to be in good condition
(October 1942). (Illustration VII - 33.) The average width is
six meters (19.7 feet). The bridges have been repaired by the
Germans (1941). The road lies through fairly easy terrain and
has very few steep grades.
(b) Route. After crossing the Lom River five kilometers
(3.1 miles) southwest of Ruse, the road ascends a plateau
leading to Bela, altitude 310 meters (1,017 feet). Leaving
Bela, it enters Yantra Valley, which it follows to the Rositsa
River. Seven kilometers (four miles) south of Bela, the road
to Pleven branches west. Crossing the Rositsa River, the
road passes over a low divide to Polikraishte, then descends
and re-enters Yantra Valley which is a narrow defile at this
point. Here the road follows up the west bank of the Yantra
River to Trnovo and enters the city by means of a high
single-span bridge.
(c) Notes. Road through Yantra defile, a section six to
eight kilometers (3.7-5 miles) long north of Trnovo, can be
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Agproved For Release 2000/08/29: CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Page VII- 53
Illustration VII - 32. Varna/Burgaz road near Barakli.
Roadway cut through rock in eastern spur of Balkan Mountains. Road is narrow,
and is alternate route to Varna (via Aitos) Burgaz road.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII. 54 COMMUNICATIONS AND TRANSPORTATION
Illustration VII - 33. Pontoon bridge over the Danube River.
Connects Ruse with Giurgiu in Rumania.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
A_pproved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Page VII -55
avoided by going from Polikraishte via Gorna Orekhovitsa
(Gln.-Orekhovitza, Gorna Orehovitsa).
(9) TrnovolKazanlk.
(a) Log.
Km.
Trnovo
0.0
0.0
Drenovo
22.0
13.7
Gabrovo
42.0
26.1
Kazanlk
76.0
47.2
The surface is six meters (19.7 feet) wide at an average,
metalled and in good condition (October 1942). Between
Gabrovo and Kazanlk the road is? very winding and steep.
Some grades are as steep as 20 per cent. Snow makes this sec-
tion extremely difficult to travel and occasionally impassable
from December to March 1. Bridges and viaducts are numer-
ous, and, because of the nature of the terrain, constitute
vulnerable points.
(b) Route. About 3.2 kilometers (two miles) south of
Trnovo the road crosses the Yantra River, following a fairly
level course to Debelets village. Crossing the Belitsa River,
the road runs to the Drenovo River, which it follows closely.
There are several railroad grade crossings to Drenovo, whence
the road continues to Gabrovo on the Yantra. Here a branch
road runs to Sevlievo. The main road crosses the Yantra,
following Yantra Valley for six to eight kilometers (3.7-5
miles). Upon leaving the valley, the road is extremely steep
and winding to Shipka Pass, altitude 1,333 meters (4,364
feet) (Illustration VII - 24). The road then winds down the
ridge (hairpin curves, 10-20 per cent grades) to Shipka village,
altitude 548 meters (1,798 feet), descending from there into
the rolling Tundzha Valley, then through bushes and trees
to Kazanlk.
Chuka Pass), altitude 400 meters (1,312 feet). This pass is
subject to snow blocking and the road through it is poorly
developed.
(11) VidinIZajetar, Yugoslavia.
(a) Log.
Km.
Vidin
0.0
0.0
Voinitsa (Voinitza)
16.0
9.9
Kula.
32.0
19.9
Vrshka-chuka Pass
44.0
27.3
ZajeCar
54.0
33.6
This road is a possible alternate for the Vidin /Negotin
route. The distance from Vidin to the Nig/Beograd Highway
is 50 kilometers (31 miles) shorter via Zajear than via Nego-
tin, but the Negotin road crosses less difficult terrain and is
probably better surfaced.
(b) Route. Out of Vidin the road crosses marshy land,
then gradually ascends a plateau to Kula, altitude 229 meters
(981 feet). Here the road leaves the treeless area at Kula and
ascends the lower slopes of Vrshka-chuka Mountain. It
passes through the low gorge of Topolovitsa River to Vrshka-
chuka Pass, altitude 400 meters (1,312 feet), on the Yugo-
slav frontier. The descent westward ?into Timok Valley is
steep with grades up.to ten per cent. Timok River is crossed
at kilometers 53 (miles 33).
(c) Notes. There are two major bridges: one over the
Topolovitsa at Vidin; the other over the Timok at Zaje6ar.
The road is probably in poor condition as no recent con-
struction or improvements liave been reported.
Deployment from the road is possible between Vidin and
Kula. Movement is restricted between Kula and Zaje6ar. The
pass is likely to be blocked by snow from November to March.
(10) Vidin/Negotin, Yugoslavia.
(a) Log.
Km.
(12) Sofiya/Caribrod, Yugoslavia.
(a) Log.
Km.
Vidin
0.0
0.0
Sofiya
0.0
0.0
Smrdan
6.0
3.7
Slivnitsa
27.0
16.8
Gmzovo
17.0
10.6
Dragoman
41.0
25.5
Bregovo
29.0
18.0
Frontier
53.0
33.0
Negotin
43.0
26.7
Caribrod
59.0
36.7
This road is one of the three most travelled routes from
Bulgaria to Yugoslavia. From Negotin in Yugoslavia a road
leads to Zaje6ar ?(Zaichar) and Cuprija on Nig/Beograd
highway. A secondary road leads northward from Negotin to
Tekija on the Danube, where there is reportedly a ferry con-
nection to Orsovo in Rumania.
(b) Route. From Vidin the road crosses the Topolovitsa
River and a stream near Smrdan, and runs through rolling
terrain and vineyards. At kilometers 26 (miles 16.2) the road
is winding with grades up to ten per cent, then leads through
a low spur of Stara-Planina, altitude 236 meters (774 feet) to
Gmzovo and thence to Bregovo, crossing the Timok River
to Yugoslavia. Here the road turns northeast, skirting the
foothills to Negotin.
(c) Notes. There is no recent information on construction
details. The road can handle two-way traffic, and has a
waterbound macadam surface.
Deployment is possible from most points along the road
within Bulgaria. There is some marshy terrain on the out-
skirts of Vidin. Deployment would be limited near Gmzovo,
and cover poor.
The only suitable alternate route is the Vidin/ZajeCar road
via Prokhod Vrshka-chuka (Vrachka-Chuka or Vrushka
This is the principal road between Bulgaria and Yugo-
slavia, and an important link in the international highway
connecting Istanbul, Sofiya, and Beograd.
(b) Route. From Sofiya the road runs over an open plain
to Slivnitsa; from there it crosses a branch of the Iskr and
enters a barren hilly region. From kilometers 36 (miles 22.7)
it climbs steadily (grades up to ten per cent) to Dragoman
Pass, altitude 72.6 meters (2,382 feet). After a short descent
for about eight kilometers (five miles) the road again climbs
with grades up to ten per cent, then descends into the wild
Nigava (Nisava) Valley, which it follows into Caribrod.
(c) Notes. The average width is six meters (19.7 feet),
and type of surface varies. Some of the road is stone-set pave-
ment, probably in the vicinity of Sofiya. The remainder is
macadam, most of which is waterbound, and some portions
are said to be asphalt surfaced. Reports indicate that exten-
sive repairs are in progress (1943). Possibilities of deploy-
ment from the road are good to Dragoman Pass. The lowland
area immediately west of Sofiya is subject to flooding from
March to June. Cover is sparse, consisting in the main of
scattered scrub-oak, which offers poor concealment.
Existing bridges have been strengthened and are reported
to be capable of carrying military loads.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII -56
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
(13) Dupnitsa/Kriva Palanka, Yugoslavia.
(a) Log.
Km.
Dupnitsa
0.0
0.0
Kyustendil
31.0
19.3
Gyueshevo
52.0
32.3
Devebair Pass
55.0
34.2
Kriva Palanka
68.0
42.3
This is the route from the middle Struma Valley to Yugo-
slavia. From Dupnitsa good roads lead eastward to Plovdiv
and northward to Sofiya. From Kyustendil a good road leads
to Radomir and Sofiya. Beyond Kriva Palanka, the road leads
west to Kumanovo in the Vardar Valley.
(b) Route. The road, leaving Dupnitsa, crosses the Dzher-
man River and winds through hills to the Struma River. The
bridge is at kilometers 30 (miles 18.6). The road then follows
a tributary of the Struma through low, wooded hills to
Kyustendil, thence through rugged terrain crossing numerous
mountain streams to Gyueshevo. A steep ascent leads to
Devebair Pass, altitude 1,191 meters (3,907 feet). The descent
is by way of a deep gorge through heavily wooded moun-
tains to Kriva Palanka.
(c) Notes. The road is reported widened and improved to
accommodate two-way traffic and heavy axle loads (1941).
Much forced labor was reportedly employed (May 1942). It
was still under construction with most bridges unfinished in
October 1942. It has a metalled surface, which is kept in good
condition (March 1943).
Devebair Pass is probably blocked by snow during Decem-
ber and January.
(14) Gornu DzhumayalCarevo-Selo, Yugoslavia.
(a) Log.
Km.
MI.
Gorna Dzhumaya
0.0
0.0
Klisura
17.0
10.6
Frontier
24.0
14.9
Carevo-Selo
40.0
24.9
This is a difficult route over Lukov Vrkh in the Vlakhina
(Vlahina) Mountains; an alternate to the Dupnitsa/Kriva
Palanka route (13).
(b) Route. The road crosses the Struma River at kilo-
meters 5 (miles 3.1), and then leads through undulating ter-
rain to Klisura Valley. A steep ascent from Klisura Valley
climbs to ?the pass over Lukov (Vrkh Peak), altitude 1,297
meters (4,255 feet). The road then descends through rough
mountainous terrain to Carevo-Selo.
(c) Notes. The road is one-way only. Its surface is water-
bound macadam, with some unmetalled stretches. It was re-
ported to be in poor condition after use by military traffic
(1941), but repairs were under way in 1942.
Bridges are located at kilometers five, seven and eight
(miles 3.1, 4.3, 5.0).
(15) Levunovo (Deltchevo)IStrumica, Yugoslavia.
(a) Log.
Km.
Levunovo
0.0
0.0
Petrich
14.0
8.7
Frontier
38.0
23.6
Strumica
68.0
42.5
This is the southernmost of roads from Bulgaria to Yugo-
slavia. With a maximum altitude of 259 meters (850 feet) it is
not subject to snow blockade. It branches from the Sofiya/
Serrai route in the Struma Valley, leading westward by way
of Strumitsa Valley to Strumica, where it joins the Vardar
Valley road from Skoplje to Thessaloniki.
(b) Route. The road runs southwest from Levunovo cross-
ing the Struma at kilometer one (mile 0.6) and the Strumitsa
River at kilometers six (miles 3.7),It approaches Petrich across
the floodplain of the Strumitsa. Leaving Petrich the road
again crosses the Strumitsa at kilometers 16 (miles 9.9), con-
tinuing westward along the left bank. The road runs through
orchard country (terrain of moderate relief), staying within
one or two kilometers (0.6-1.2 miles) of the stream bed. At
kilometers 60 (miles 37.3) the road crosses a bridge over the
Strumitsa, where it is joined by a road from the northeast,
originating at Kriva-Livada. At kilometers 66 (miles 41) the
road crosses a bridge over a tributary of the Strumitsa, enter-
ing the town of Strumica two kilometers (1.2 miles) beyond.
(c) Notes. This road is reportedly one-way throughout
(May 1943), with metalled surface varying in quality from
fair to poor (April 1943).
(16) Sofiya' Serrai, Greece.
(a) Log.
Km.
Sofiya
0.0
0.0
Tsrkva
22.0
13.7
Dupnitsa
64.0
40.0
Gorna Dzhumaya
99.0
61.5
Kriva-Livada
142.0
88.2
Levunovo.
174.0
108.1
Marino-pole
180.0
111.5
Kulata
185.0
115.0
Serrai
227.0
141.1
This is the principal road (Struma Valley route) from Sofiya
to Greece. A fair but somewhat longer alternate road con-
nects Sofiya, Samokov, Razlog, and Serrai. Several roads lead
from the Sofiya/Serrai road to Yugoslavia.
(b) Route. From Sofiya the road follows a fairly straight
course to Tsrkva. There are many grade crossings over the
railroad. (Illustration VII - 34.) From Tsrkva (Tzrkva) the
road leads up the narrow Struma Valley to Krapets kilo-
meters 32 (miles 19.9). It then leaves the valley and climbs
(ten per cent grades) over a water divide (altitude ca. 1,200
meters, 3,937 feet) to the headwaters of the Dzherman River.
The road follows the right bank of the Dzherman River along
the steep valley wall, while the railroad runs south on the
opposite side. The valley widens at Dupnitsa, where the road
crosses to the left bank, above the railroad. The road winds
in and out of the sparsely wooded lower slopes of the Rila
Planina, staying well above the valley floor. At Slatina,
kilometers 78 (miles 48.5), the road enters the main valley
of the Struma, pursuing a very winding, undulating course
high above the valley plain, which is subject to flooding.
From Gorna Dzhumaya to kilometers 110 (miles 68.4) the
route is less winding. At the latter point, the road and rail-
road cross the river and follow wooded Kresna Gorge to
Kriva-Livada. (Illustration VII - 35.) Some of the grades are
ten per cent. At Kriva-Livada the road crosses to the left
bank of the Struma, following the slopes of the Pirin Planina
above the railroad and the marshy plain as far as Kulata
(where the railroad formerly terminated). South of Kulata
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Page VII- 57
Illustration VII - 34. Sofiya/Serrai road to Greece.
Route 16, near Sofiya.
the road runs through Rupel Gorge (length ca. 15 kilometers,
9.3 miles) to SidhirOkastron (Siderokastron). The road con-
tinues over undulating cultivated terrain on the east side
of a broad marshy floodplain to Serrai.
(c) Notes. The average width of the road is seven meters
(23 feet); it narrows to a single-lane road in Kresna Gorge.
Grades up to ten per cent occur between Dupnitsa and Tsrkva
and in Kresna Gorge north of Kriva-Livada.
The type and quality of the surface vary: from Sofiya to
Tsrkva it is granite block paving; from Tsrkva to Kulata,
waterbound macadam; from the Greek frontier to Serrai,
tarmac.
The stretch from Gorna Dzhumaya to Levunovo is reportedly
incapable of withstanding heavy motor transport in bad
weather. A recent report states the road is kept in good con-
dition (March 1943).
There are about 18 major bridges between Sofiya and
Kulata. The type of construction varies, but almost all bridges
are of stone, concrete, or steel. Since 1940, bridges formerly
capable of supporting only five-ton loads have been strengthened
to take ten tons, or have been replaced. North of Kriva-Livada
two stone bridges, one over the Struma and the other over a
tributary, are particularly vulnerable since they lead into the
Kresna Gorge, a portion of the route that has no alternate.
Small wooden culverts and a 15 meter (49.2 feet) wooden bridge
south of Levunovo are reported to have been strengthened.
(17) Sofiya/Drama, Greece.
(a) Log.
Km.
mi.
Sofiya
0.0
0.0
Samokov
57.0
35.4
Banya Kostenets
86.0
53.4
Belovo
104.0
64.6
Bansko
172.0
106.9
Nevrokop
221.0
137.3
Frontier
246.0
152.9
Drama
296.0
183.9
This road is the more difficult of two routes from Sofiya
into Greece. Most of it runs over mountains or through very
rough country. Its surface is concrete or stone-set as far as
Samokov, and macadam in fair to good condition beyond
(1942). Its average width is six meters (19.7 feet) (seven
meters as far as Samokov). Bridges and culverts are numerous.
(b) Route. The road to Samokov follows the Iskr River
closely, sometimes 'running. in the river valley, and sometimes on
the hills above. Leaving Samokov, it crosses a divide, altitude
1,045 meters (3,429 feet) to Banya Kostenets, then proceeds
along the Maritsa River for 18 kilometers (11.2 miles) to the
Belovo turn-off. The road runs from there to Bansko, rising
to elevations of over 1,000 meters (3,281 feet), then drops in-
to the Mesta Valley. Leaving Bansko, the road runs along
the Mesta River to Nevrokop, when it swings away from
the Mesta and continues over rough country to the frontier.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII -58
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Illustration Till- 35. Sofiya/Serrai road.
Looking north into the Kresna Gorge in the Struma Valley north of Petrich.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION
Page VII -59
(c) Notes. From Sofiya to Samokov there are 13 bridges,
one of wood and 12 of concrete or iron, and 25 culverts; from
Samokov to Bansko there are at least 8 wooden culverts
and about 6 wooden bridges.
A more direct route between Sofiya and Bansko runs by
Belitsa. It is a very difficult mountain road, apparently in
poor condition.
(18) PlovdivIX?inthi, Greece.
(a) Log.
Km.
Mi.
Plovdiv
0.0
0.0
Asenovgrad
20.0
12.5
Raikovo
87.0
54.1
Frontier
112.0
70.0
Xinthi
164.0
102.0
Used extensively by the military, this road has recently
been widened to an average width of six meters (19.7 feet) as
far as the frontier. It is a mountain road with numerous deep
defiles, hairpin curves, and steep grades. In some narrow
valleys, the road is subject to floods. Its surface is macadam
as far as Asenovgrad; laid with stone blocks between Asenov-
grad and Raikovo, beyond which the surface was under repair
in 1942 and is believed to be in good condition at present.
(b) Route. From Plovdiv to Asenovgrad the road follows
a level and fairly straight course across the cultivated Maritsa
Plain. At Asenovgrad it crosses an important bridge over the
Stanimashka River, following the river valley to Chepelare.
The road is steepest over Bukova Range, beginning south of
Chepelare. It ascends in a series of long grades (10-20 per cent)
through Raikovo to a pass, altitude 1,198 meters (3,931 feet).
The descent is equally steep as far as the Arda River. After
crossing the river, the road again rises to Eledja Pass, alti-
tude 1,061 meters (3,481 feet). It then crosses the frontier
into Greece.
(19) KhaskovolKomotini, Greece.
(a) Log.
Km.
Khaskovo
0.0
0.0
Krdzhali
42.0
26.1
Momchilgrad
58.0
36.1
Komotini
116.0
72.1
This is the best route across the Rodopi Planina east of the
Sofiya /Serrai road.
Route. Branching from the Edirne/Plovdiv road at
Khaskovo, the road cuts across low ridges (no altitudes over
about 650 meters, 2,133 feet) to Krdzhali. It then enters
Syuyutliika Valley and, passing through Momchilgrad,
proceeds along the valley for 18-20 kilometers (11.2-12.4
miles). At this point the road encounters steep grades (10-20
per cent) which continue as far as Makaz Pass, altitude 707
meters (2,320 feet), into Greece.
(c) Notes. The road is two-way (probably 5-6 meters;
16-20 feet), and metalled throughout (1943). Damaged by
heavy traffic in the winter of 1941-42, it was still being im-
proved and repaired in the early part of 1943.
One stone bridge, just south of Krdzhali, and a simple truss
iron bridge just north of Momchilgrad, are vulnerable (each
120 meters; 394 feet long). The road is subject to snow block-
ing in winter.
TABLE VII - 44
BULGARIA, ROADS AND BRIDGES, 1939
ROAD DENSITY
LENGTH OF ROADS PER LENGTH OF ROADS PER
1,000 PERSONS UNIT OF TERRITORY
ADMINISTRATIVE
REGIONS
Km.
ROADS
Mx.
Km.
Burgaz
1,848
1,148
3.3
Vrattsa
2,435
1,513
3.5
Plovdiv
2,340
1,454
2.9
Pleven4
2,496
4.0
Sofiya
2:0 81898
1,796
2.5
Stara-Zagora
2,443
1,518
3.0
Shumen
3,581
2,225
3.5
--
--
Total
19,554
_ 12,150
3.3
Km. PER
Mi. Sq. Km.
2.0 .14
2.1 .24
1.8 .15
2.5 .26
1.6 .17
1.9 .15
2.1 .27
2.0 .19
TABLE VII - 45
BULGARIA, ROADS UNDER CONSTRUCTION
ROADS
WATERBOUND MACADAM
NEW CONSTRUCTION UNDER REPAIR
REGIONS YEAR Km. Mi. Km. Mi.
Burgaz 1937 143 89 55 34
1938 121 75 117 73
1939 148 92 105 65
Vrattsa 1937 60 37 78 48
1938 83 52 143 89
1939 73 45 175 109
Plovdiv 1937 97 60 92 57
1938 19 12 188 117
1939 32 20 104 65
Pleven 1937 93 58 158 98
1938 84 52 348 216
1939 62 39 288 179
STONE BLOCK
Km. Mi.
5
6
10
3
7
4
15
27
32
3
4
6
2
4
2
9
17
20
1 0.6
8 5
CONCRETE
Km.
MI. PER
SQ. Mi.
BRIDGES
BRIDGES CULVERTS
TOTAL
.22
680
2,889
3,569
.38
724
2,849
3,573
.23
1,613
4,353
5,966
.41
1,549
7,468
9,017
.27
1,981
6,732
8,713
.23
911
4,534
5,445
.43
841
5,458
6,299
.30
8,299
34,283
42,582
BRIDGES
AND
BITUMEN CULVERTS
Km. Mi. NUMBER
RETAINING WALLS
METERS FEET
- - 349
595
1,952
- 529
804
2,638
335
129
423
_ 105
843
2,766
- - 148
296
971
- - 12.8
463
1,519
- 320
2,755
9,039
- 500
4,677
15,344
- - 361
1,899
6,230
- - 325
1,718
5,636
- 500
1,950
6,398
- 256
1,899
6,230
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII -60
COMMUNICATIONS AND TRANSPORTATION
REGIONS
TABLE VII -45 (Continued)
ROADS
WATERBOUND MACADAM
NEW CONSTRUCTION UNDER REPAIR STONE BLOCK
YEAR KM. Mr. Km. MI. Km. Mi.
CONCRETE
BRIDGES
AND
BITUMEN CULVERTS RETAINING WALLS
Km. MI. NUMBER METERS FEET
Sofiya
1937
51
32
184
114
42
26
-
-
-
844
2,632
8,635
1938
42
26
218
135
48
30
-
-
833
4,760
15,617
1939
73
45
230
143
48
30
-
_
639
3,613
11,854
Stara-Zagora
1937
128
80
79
49
1
0.6
363
615
2,018
1938
163
101
128
80
1
0.6
670
1,278
4,193
1939
70
43
109
68
3
2
346
431
1,414
Shumen
1937
101
63
249
155
2
1
-
235
91
299
1938
101
63
231
144
4
2
440
100
328
1939
80
50
250
155
6
4
1
0.6
325
103
338
Total
1937
673
419
895
555
69
42.2
3
2
2,541
9,249
30,345
1938
613
381
1,373
854
101
62.6
-
3,620
13,865
45,489
1939
538
334
1,261
784
107
66
1
0.6
2,390
8,999
28,004
78. Inland Water Transport
A. The Danube River.
The Danube is the only inland waterway in Bulgaria suit-
able for navigation. The Bulgarian sector of the Danube
begins below the narrow passage of the Iron Gates at Kilo-
meter 845* and extends for about 400 kilometers (about 250
miles) to Kilometer 447. Rumanian territory lies on the left
bank for the whole distance.
(1) Channel. The ship channel is along the left or Ru-
manian bank almost all the way. The Bulgarian shore is
generally high, often 500 to 600 feet (150-180 meters), and
the Rumanian shore low and marshy.
(a) Depth. There is a minimum depth of 2.5 meters
(8 feet).
(b) Width. The width varies from 2,280 feet (695 meters)
at Calafat (Kilometer 793.5) to 7,200 feet (2,195 meters) at
the mouth of the Tsibr River (Kilometer 716.5).
(c) Other hydrographic features. The widths of the river and
the channel make any slight sinuosity unimportant. In general
the Bulgarian Danube has easy bends. The fall is gentle,
ranging from 0.033 per 1,000 at the Yugoslav border (Kilo-
meter 844.5) to 0.069 per 1,000 at the narrowest part op-
posite Calafat (Kilometer 793-795). The current has a velocity
of 0.4 to 0.6 meter per second, or about one mile per hour.
(d) Seasonal variations. Ice may appear on the Danube
from late November until mid-March. The river is frozen
and shipping is suspended for an average of 39 days. During
the winter of 1941-42, the coldest in 140 years, shipping was
not resumed until March, but 1942-43 was very mild and the
channel was open by February 10. The first water rise comes
in April with the melting of snow in the lowlands, and the
second rise in June as water from the mountain snows enters
the river. Sometimes these seasons overlap. The lowest water
level comes in September and October.
(2) Obstructions. There are nearly a hundred islands in
the Bulgarian Danube, ranging from some a few square yards
in area, which are frequently inundated, to one 6 miles
(10.5 kilometers) long. Pilots are not required by law on the
Bulgarian sector, but most shipping companies employ a
regular staff of pilots. There are no fixed bridges on the Bul-
garian Danube, although one is projected between Ruse and
Giurgiu, with completion scheduled for 1948. In June 1943,
pontoon bridges of German construction were reported at
*All measurements are from the Danube Mouth at Sutina, Rumania.
the Nikopol/Turnu/Magurele and Ruse/Giurgiu crossings.
(Illustration VII - 33.) (Also see Illustration V - 11.)
(3) Ports. Bulgaria is the least important country on the
Danube, and has the smallest and most poorly equipped ports.
Ruse is the chief Bulgarian port, transshipping 183,000 metric
tons (approximately 200,000 short tons) in 1937.
(a) Wharfage and cranage. Transfers are made chiefly by
hand throughout the Balkans; Ruse, Loin and Vidin are the
only Bulgarian ports with any mechanical equipment (Table
VII - 47). The Bulgarian Government has appropriated large
amounts in recent years, principally since the war began, for
the improvement and extension of Ruse and Lom.
(b) Storage facilities. Storage space in Bulgarian harbors
is not adequate to care for increased traffic resulting from the
war.
(c) Clearance. Because of inadequate clearance facilities
of the ports, official customs storehouses, public sheds and
open storage space were all clogged with goods by the end
of 1942.
(4) Hauling facilities. Most Bulgarian imports and ex-
ports on the Danube have been carried in foreign bottoms,
chiefly under German or Rumanian registry. There are no
shipyards on the Danube in Bulgaria. The Bulgarian river
fleet, which is of varied origin, is shown in Table VII - 46.
TABLE VII - 46
BULGARIA, HAULING FACILITIES ON DANUBE-1937
TYPE OF VESSEL
NO.
HORSEPOWER
CAPACITY
(MET.
TOTAL
TONS)
AVERAGE
TOTAL
AVERAGE
(a) Steam and motor tugs...
(b) Powered cargo vessels
12
2,120
176
Passenger steamers
3
1,500
500
225
75
Motor boats
5
1,220
244
2,220
444
Tankers
(c) Non-powered vessels
14
1,600
114
5,600
400
Barges
21
--
16,241
773
Tankers
0
(5) Capacity. The Danube has unlimited capacity along
the Bulgarian sector, the only limits being established up-
stream along the Yugoslav/Rumanian part by the Iron
Gates and the cataracts. Downstream the river can carry
barges of 2,000 or. 3,000 metric tons loading capacity. The
limits for Bulgaria are established by the inadequate fleet,
the poorly equipped ports, and the lack of clearance facilities
to the interior.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Ap__pioved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
COMMUNICATIONS AND TRANSPORTATION Page VII- 61
a
(6) Traffic. Bulgaria accounted for about a half million
metric tons of Danube traffic before the war. This was almost
equally divided accdrding to flow, 55 per cent going upstream,
of which the greatest part was Bulgarian agricultural prod-
ucts, and 45 per cent going downstream, consisting largely
of machinery and manufactured goods from Germany, Czecho-
slovakia, and Hungary. The greatest traffic is recorded in
autumn after harvest, the time when the water level is low-
est. Of the 500,000 tons handled annually in Bulgarian ports,
about 100,000 tons was local traffic with Rumania. Total
figures give an unreal picture of Danube shipping in this sec-
tor, however, since most tonnage is transit traffic between
Rumania and the middle or upper sections of the river. Bul-
garia has been striving to increase her share of traffic, and
volume has increased considerably since the war. This is
partly due to railroad congestion, and agricultural products
available information, consists of the following vessels listed
in Table VII - 48.
(2) Geographical distribution. Bulgarian vessels are usu-
ally employed in coasting trade in the Black Sea and the
Bosporus, though a few have been reported at Piraieus, Greece.
(3) Present use. The Pirin is a trawler. The others are
believed to be freighters, except the Evdokia which is reported
to be a coastal passenger vessel. According to a report of
January 1943, the Rila may be armed.
(4) Owners. The ownership of the vessels is as follows:
S.S. 's Balkan, Bourgas, Bulgaria, and Evdokia, owned by Soc.
Commerciale Bulgare de Nay, a Vap. at Varna.
The S.S. Pirin and the M.S. Rila are owned by J. Hansen
at Varna. No information is available as to the ownership of
the remaining vessels listed above.
PORT
Km. above Sulina
QUAYS (Length in feet)
VIDIN
791
TABLE VII - 47
BULGARIA, DANUBE RIVER PORTS
LOM SOMOVIT
744 608
Main quays
1,300
4,230 (stone)
1,440
Low quays
555
820
Other transfer facilities... ?
Dredged front-
age 820'
4 unloading floats
4 wharves, each 131 feet long
2 landing stages
CRANES
Hand
10-ton tractor crane or jetty
60-hp. motor (Diesel)
POWER
440 volts DC.
STORAGE
Sheds (sq. ft.)
1 wood, 12,300
1 concrete, 15,000
3 wood, 44,500
Open (sq. ft.)
150,000
85,000
286,000
Oil (met. tons)
?
4 tanks, 220 each
4 tanks, total 308
2 tanks, 33 each
RAILWAYS
Length of port
railway (feet)
4,500
9,150
formerly carried by rail are now shipped upstream on the
river. Downstream traffic, however, has decreased since the
war.
B. Administration.
Ports and port construction are under the Office of Railroad
and Port Construction, a subordinate of the Directorate of
Railroads which, in turn, is one of the two divisions of the
Ministry of Railroads, Posts, Telephone and Telegraph. Traffic
is under the Ministry of Commerce, but German supervision
of all Bulgarian Danube activity is exercised by the Advisory
Committee for Danubian Affairs Above Braila. This commit-
tee was organized in the autumn of 1940, and meets from time
to time in Danube cities. The sixth session was held in March
1943 and, like former meetings, ?the deliberations resulted in
complete unanimity on questions of interstate shipping."
79. Merchant Shipping
(Note. The following account of merchant shipping under
the Bulgarian flag does not include vessels used exclusively
on the Danube River, for which see Topic 77.)
A. Available tonnage.
(1) Type. The merchant fleet of Bulgaria, according to
SVISIITOV
535
RUSE
496
1:62070 2,600
10
427
Basin at mouth of Rusenski
Lom/River, 16.35 acres;
depth at quays, 6'.
2 6.6-ton cranes; 1 sling-
chain with 300-ton lifting
cap.
220/380 volts AC. 120/210 volts AC.
3 wood, 11,300 11 wood, 66,000
12,300
7 tanks, total 320
4,900
97,000
91 tanks, 35,480
(largest, 1,650)
27,700
TABLE VII -48
BULGARIA, MERCHANT FLEET
GROSS
LAST
NAME
BUILT
TONS
FUEL
REPORTED
Balkan (Illust. VII - 36.)
1914
3,838
Oil
28/5/42
Bourgas
1900
2,941
Coal
6/6/43
Bulgaria
1894
1,108
Coal
18/4/43
E vdokia
1928
706
Coal
Pirin
1904
199
Coal
Rila
194
Diesel
1/43
Tsar Ferdinand
1913
1,994
Coal
25/5/43
Le Progres*
1892
511
43
Small craft
Raina*
23/8/42
Rodopi*
4/43
Biela Ptica*
16/4/43
Stariya Volk*
36
15/8/42
B. Immobilized tonnage.
(1) Repair pool. No data available.
*Nationality not confirmed.
Approved For Release 2000/08/29: CIA-RDP79-01144A000100010010-9
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Page VII -62 COMMUNICATIONS AND TRANSPORTATION
(2) Building. The following shipbuilding plan was
adopted by Bulgaria in 1940:
2 coastal cargo ships, 800 T.
2 passenger motor vessels, 700 T.
5 passenger-cargo vessels for Black Sea and Aegean trade.
3 cargo vessels, 1,000 T.
6 large passenger motor vessels for lower Danube and
coastal trade.
5 tankers, 3,000 T.
6 ocean going cargo ships, 6,500 T.
5 ocean going cargo ships, 3,500 T.
an unspecified number of long distance coastal vessels.
No reports are available as to the extent this plan has been
put into effect. However, it was reported on 31 January, 1941,
that the shipyards of the Danube Shipping Co. at Budapest,
Hungary, had at that time three modern passenger vessels
under construction for Bulgaria.
Illustration VII - 36. S. S. Balkan.
Gross Tons, 3,838. Length, 353.5 feet.
Approximate Service Speed, 12 knots.
Approved For Release 2000/08/29 : CIA-RDP79-01144A000100010010-9
Built, 1914