TRANSPORTATION OF COAL IN THE DONETS BASIN, USSR

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000600060041-0
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 9
• Document Creation Date: December 22, 2016
• Document Release Date: September 1, 2011
• Sequence Number: 41
• Publication Date: May 24, 1954
• Content Type: REPORT

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CLASSIFICATION CONFIDENTIAL
CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
SUBJECT Transportation of Coal in the Donets
Basin, USSR
PLACE
ACQUIRE
REPORT
CD NO.
DATE DISTR. ;. 4i May 1.954
NO. OF PAGES 9
NO. OF ENCLS.
(LISTED BELOW)
DATE OF INFORMLTI
.. ...:. :::......:......... ...
..~... ...;":: ?.:...
1. By 1940, after several changes in the administrative organization charged
with the mining, distribution ard transportation of coal., the planning of
annual production quotas and the control of the fulfillment of these
quotas was concentrated in an agency known as "Gosplan" (State Plannir.;
Commission). Based on quotas of various coal consumers (heavy industry,
light industry and central government agencies, local administrations,
hospitals and other public organizations plus urban and rural population
needs) "Gosplan" compiled statistics for past years and set up control
figures for the future. These statistics always included plans for the
transportation of the coal as produced under the quotas. The control
figures for quotas to be fulfilled by the coal industry are not wholly
determined on the basis of true statistics. They are more often set
forth arbitrarily and with a complete disregard for realities. Usually,
before the quotas are published, they are submitted and confirmed by the
Politburo and, as a rule, the Politburo will arbitrarily increase the
quotas in order to create an atmosphere of tension and fear for those
responsible for the execution of the quotas.
2. The need of a central planning agency was sharply demonstrated during a
period ih " 3_34 when highly inflated figures for coal production were
not. It vl tlf,psr od of agonizing efforts to fulfill the orders of the
military. The s Basin was supposed to produce 60 million metric
tons of coal for the period and 75 to 80 million metric tons thereafter.
A daily output of 210 to 220 thousand metric tons was called for while
actually 180 to 185 thousand was reached. The problem was further
aggravated for the mines by the fact that the railroads kept sending
daily all coal cars as called for in the plan of the period. There was
not enough coal to load thew cars but to return them empty or to retain
them idle was the equivalent of a criminal offense. The central
administration in Moscow was the only agency that could change the
number of cars being dispatched daily. This is only one example of the
complete disorganization and arbitrary rules that controlled the production
of coal,
CLASSIFICATION COIQI m rAL
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3. The following general diagrsn shows the structure of the administrative set-
up of coal transportations on the eve of World War II:
MCA&
T s%L
I+IILI-
rscn ? -.r
of 44A%J6Ols49 3
AwrcRtR F*4
A0TM, 1790, TOR I.OAO?
IM` A%% N$LOAOeNe
06? 40",
REP. FOR
C.Kf Gs;11.
4. After the control fiw?s for output sad tsaasportstion of coal have been
coatirasd by "Oosplan" tbsy are sent on to the Ministry of Phil Traasports-
tics Om to the orrasisation hasoa as %%Iogbyt" (!!tie Main Commission for
Phil Tyllasspartatlon). :Stir orp airstios to a caibiasd a1sa07 sad representa-
tives tsolaM theme lrosvAha.M ai.try of a.ilrood?, the Ministry at Pvel
Iadhitry, the MLai?tsy of Mstailarp, the Miaistry at !robins pulldiap and
other istere.toll iaWstsi~o,~ "U law yt is reaponsib . for the iistribution
of coal, secoe4ias to types j r,MOap: ' we>tisae eonswse am, sit forth in
the over-all plot. Fa? - Vii..r,.
Bach ehipasnt of coal to s .Meaner r?Anires eight copies at an Lass slip
known as ?Barlrad". T-s copies are diatr:hatst to the feLlaviap aeaa5Lastions:
r original to Uil?sbyt
b. as. copy to the Disaistr of Mailrasds.(Traaspartatiss).for action
c. awls copy to the MLaists of Pall Immstap,,'Ater tooesrdad to a
specific trust at also for action '
d. as. copy to the antheris?d representative at the railroad stations
i*VOlvsd.
?. am 0517 to the Ott ice of kilos] .Inspection
!. as. cosy to the action at Osslitatiie Inspection for Cols oat
S. one cm to aospisa
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6. The "Uglesbyt" agency executes all loading operations while the Departments
of Exploitation and Traction of the Ministry of Railroads execute all haul-
age orders required for the shipment of coal. Neither of these agencies
can cancel or change an order or shipment in any way. Changes in the
amounts of coal to be loaded and shipped can be made only by an authorized
representative for "Haulages", provided that such changes can he justified.
When a mine receives its copy of the issue slip (Naryad) it becomes fully
responsible for loading a specified amount of coal at a specified time.
The railroad station, after it receives its copy of the issue slip,dispatches
the required number of freight cars to the mine at a se: time. These cars
can be sent to the mine loading points in three parts or all at one time.
Loading operations are scheduled to start at six PM. Six hours are allowed
to load an ordinary train and two hours to load a direct-destination
(marsbrutnyy) train. The loading time is calculated from the moment
the empty cars arrive at the loading point at the mine siding to the
time when the train is turned over to the railroad station. To take
care of all of these operations, coal trusts have transportation sections
with switch engines assigned to them and .individual mines have loading
se:tions (a crew of loaders). If the cars are loaded by hand, two men
are required to load a 20 ton (metric) in three to four hours. Sometimes
mining operations are cut in half in order to secure enough man power
to load a train within the two hour or, four hour period.
7. In order to be able to promptly fulfill the order (or orders) called for
on the issue slips, a coal mine must have enough coal on hand already
mined. However, this is not always true. Sometimes the cars have to be
loaded directly with coal coming directly from the mine However, this
presents a problem, for it cannot always b, done, particularly when the
issue slips call for mote coal than the mine can produce in time to meet
requirements called for, when the current prodaction consists of a
different type of coal than called for on the issue slip and when the
current coal production has a greater ash content than stipulated on the
issue slip, (In the latter cases, it is sometimes necessary to unload the
coal after it has been loaded and then enrich it and reanalyze it, after
which it is reloaded. Since most of the urlcading and loading is done by
hand, this causes considerable delay and waste of time).
8. The loading departments of the mines are required to take specimens from
each car load of coal to be shipped and to send them at once to the
chemical laboratory for qualitative analysis. Each mine has representa-
tives from the various factories and other organizations which ultimately
retch, the coal being shipped. 1-tey inspect and check each shipment
order.d by their respective organizations. In addition, all shipments
are inspected by representatives from "Uglesbyt", Al.;. coke-coal shipments
are inspected by representatives from."Inskoksugol" (Inspection of
Coke-Coal). There are occasiops, when a mine is loading coal for several
consumers sin*. taneouely, that there are as many as 1C different inspectors
present.
9. Specissns of coal for analysis are taken from the car loads according to the
instructions of the representatives supervising loading operations. The
specimens are placed in four separate containers. one going to the trust
lsbopatcry, one to the consumer (who salsa his own analysis) one to the
central laboratory for the type of coal (such as the central laboratory
for coke-coal), and one to the sins for record purposes. All four
containers are soled by both miss authorities and consular representatives.
As santionod, those specisaas are taken at once to the chemical laboratory
of the mining trust vhsrs the percentage of volative aputs, ash and sulphur
are deterainsd. Bub type of coal shipped to construe scat a et certain
requirernts as provided for in the over-all plan. The alb content
requirossnt matt be strictly observed. The results of the laboratory
analysis are always known by the the. loading operations are completed.
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CONFIDENTIAL
-4-
Loading operations take up all of the time allowed for in the time schedule,
hence, if negative results are received from the analysis it is necessary to
unload and reload the cars. This means delay and detention of cars beyond the
time allowed. When this occurs, the railroad stations impose heavy fines.
Therefore, this means that those responsible for the loading operations can be
charged with criminal responsibility. However, instances of unloading and re-
loading are relatively rai= and do not constitute a major problem.
10. Transportation of coal in the Donets Basin was provided for by the following
railroads:
a) The Southern Railroad (main administration in Kharkov) connecting:
1) Kharkov-Lozova3re-Slavyansk-Nikitovka-Gorlovka-Krinichnaya-
Khartsysk;
2) Kharkov-Lozovaya-Sinelnikovo-DzhanLov (Crimea);
3) Kharkov-Kupyansk;
4) Lozovaya-Slavyanak-Kon=g t .inovka-Kramatorskaya-Bakhmut (Arte-
movsk)?Yaainovataya-Popasaaya
b) Ekateriniskaya Railroad; main administration in Ekaterinoslav (old name),
connecting:
1) $raterinoslav-Sinelnikovo-Yaerovataya-Khapeynovo-Rostov;
2) Yasnovstaya-Debalteyvo-Popasnaya-Kupyausk;
3) Debaltsyvo -Alchevekae-Lugansk (Voroshilovograd)-Millerovo;
4) Yasnovateya-Volnovakha-Mariupol-Konatantinovka.
c) The 2-nd Ekaterininekaya Railroad; main administration in Ekaterinoslav
(old name), connecting:
1) Chaplino-Berdyansk-Pologi-Volnovakhe-Karavaanaya-Ilovayakaya-
Debalteevo.
d) The Northern Donate Railroad; main administration in Kharkov; connecting:
1) L'gov-Osnov~,-Kharkov-Izyum-Liman-Bakhmut4ikitovka;
2) Liman-Yama-Sentyanovka-Rodakovo-Likhaya;
a) The.East-South Railroad; main administration in Voronezh; connecting:
1) aryazi-Valuyki.-Chertkovo-Millerovo-Likhays-Zverevo;
t) The Moroto?Kherooa -ilrosd, main e4stniotratiaa in lustesiaa$LVI
oomMetiapt
l) Rutaheaktwo~ltcykhotke ? 3TL 5NM .amatSMMSSetrtd,
`) s&Mwrtly before the outbrook &44 iI =built. its slsioaistrstion to is MoseovOaM Valuyki. It
~~1~Ni13srovo-ir~revo~itssobeisk-Yslud-1ei filets ~Msooow.
of theoties got ailsoads have sias boon
Re) severl at t tes
Sboetly War* the botiesisl of World kr II reor$atutioa of sae,a of the rail-
roats Is She kilts kits took pLoe. The northers ssetioms of the Pbsbbsra
son" Rai3seat, /os%itera ReilVOMi amt 1katoeis1IIWS Mtiroat IS orpsaiset $atot
a) The Northern Donets Railroad with Its main administration located in
Astesovski
b) TM /suthars "a- to RatiroM with its out atsiaisttytion Ir.
Tssasvststa (newts kits) .
This Loss rsilreil imeospentst aiiti.as;of the Pa`atistttshaya, /-at
Datsr180800P, I1 pss1 o-Oa5Iewm amt ~estbsratems'Rmltrs. As a srettit,
the 24A 212"1 sisgys fail osi' eeaaet t0 artist as as ilsimistrrfso Wait.
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U. There was always a shortage of both cars and locomotives, primarily due
to the fact that the demands of the graving industries were steadily in-
creasing. Then too during the harvest season, a very large percentage
of all rolling stock must be reserved to provide transportation of
grains. Various types of'cars were used for transporting coal. At
first 20-ton, two axle wooden cars with and without tops were used as
well as 10 to 12 ton box cars'and flat cars. Later, 40 ton, four-
axle cars with and without tops were put in commission. Around 1929
there were several'car.manufacturing plants built in the USSR and 60
ton, four-axle iron coal cars began to appear. An insignificant number
of 40 ton open meta! cars of .the hopper type were also manufactured. As
a rule, though, up until 1941 any and all types of cars were put to use.
Mainly, however, coal is trans;'irted in open cars in order to facilitate
loading. (The majority-of mines have bunkers with a two to three day
output capacity. By chute from the bunker, a 60 ton car can be loaded in
about 10 minutes). All new .40 and 60-ton iron cars had a removable door
or floor portion to facilitate unloading. These cars are mainly used for
transportation of coal to such plants and factories which have scaffolds
of the bridge type for unloading.
12. Constant impr,.vements have.been.made on the railroads leading to and from
the Donets Basin. Old rails have been replaced by new and heavier rails.
The number of wooden ties per kilometer has been increased. New supports
and fish-plates are installed more often. Bridges have been reinforced.
New switching devices have been installed- The automatic blocking system
was remodeled and improved, More mechanized humps were provided for
railroad centers, Crushed stone ballast was used more frequently. Both
new and old cars were provided with automatic-coupling devices and axle
bearings of better metal, find automatic* lubrication'. all. four-axle cars
have' automatic. pneumatic brakes of the Weetinghouse-Matroaov type.
Railroad'sidings leading to the coal mines have been improved. (The
individual mines are responsible for the maintenance of these sidings
and if they fail.to keep them. in good condition the railroad often refuses
to send.cars to them), Sdwever, despite some improvement, these side tracks
are usually in a deplorable condition. Ballast is of poor quality; the
switching devices are obsolete; the signal system is of the.1917 vintage.
Most-have light?rails and downgrades exceeding standards:
13. As the main lines and rolling stock were improved the.norms for train
load'ca city were inoreauaC, A mw.locomotiVa;,,?the F.D., with a
tractive fpros of sbout,7,50Q tonrl'and?a speed of 50 to 60 kns yer our
was deelped for da c0*1 and 4#e? in and from the Donets Basin.
(In l939-I9kb two t *104omotites per week were being turned out by
the loccuotifs plant U*nak ,(Voroabilo*ograd). The locomotive models
"ghch" - aid *W- (msnnf etgredd by the"DrYnskiy Pleat and the Kharkov Plant)
were revised, and iapro d for boatier. lpids: ii ,addition to tna locomotive
plants arntioaed1 the DRi '?Norl~is is Wiagrad and rlitid Tagilakie Plant
in 11neocifiso Made.Ucclsotiws. u.'!d.?4,ww".Doosts. boos were Imported
from abro*, erpeeia]Z~r:A1wi~Rn? 4~'o t were serer snough at the
disposal of the rat}t~oMls .mod th*y..al1I esstrad to. be of poor quality.
I might point out that, he transppxtatiofl'section of the coal mines and
trusts hliws, same irel t? a! 'e an? lbceagtives ' (usually two or three) at
their dia$iosa]. for iirtt : p Cpollss wftbin their t sdlate vicinity.
These loepmstiras a gDieilaiba.aa? barely serviceable. In certain eases
share sstnaa am 'aanoggWip is 1i0*t;.t.claw tarsther, the railroad
lines NA -so- then are au d a:ltise y My cars ani..1odC^otives under the
eatbority at. the adaas,.I: nti... ."06 1 aiefny.at i&i1Z"4e has. nothing
to do with the tramsyod!lal i~ ad Qom . such .away. ~ioh 6seat1 r s3agilifies
tae.. systee. Ot rrisir'l1li ; a3lii a$Oaltt is, pp Lead entirely by the
Ministry of Bii]roads. r alit note uit;tbn Sxsat sorority of coal cars
are returned raspty from the oor'h to tbii.'DO'tb wain: These Dire are
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processed by clasaificati.or, yards in accordarce with s,,eci.al schedules and
the transportation sections of the ml:oes are responsible for seeing that
the railroad stations deliver the cars on time.
14. Since 1933-1934 the railroads have been using sc edulec for paESenger and
freight trains. Freight trains are of two types; composed (miscellaneous)
and direct destination (marshrutnyy). The '.eck:nical speed of a freight
trait i.:; supposed tc be 50 lens per hour. r,cl;uslly,however, because of
frequent stops not provided for in the schedule, traveling speed is
reduced to 25 to 30 kma per hour. Thus. to make the 30.0 lams trip from
the Donets Basin to Kharkov requires 10 to 12 hocre . Tw+. to four hours
(depending upon the type and number of cars) is gives over for unloading.
Two to three more hours are required for technical inspections. Unserviceable
cars are separated and sere`. to repair shops. Then, too; trains of "empties"
sometimes have a few cars loaded with cargo going in the same. direction.
These cars are often placed behind the lr:umot.ve and followed by the empty
cars, causing additional delays to meiing the locomotive avai.lable. Thus
cars spend six to eight hours at the point of their destination and between
24 and 30 hours are used up for a imuid trip from the. Donets Basin to
Kharkov. (The return trip from Kharkov takes about seven or eight hours,
which includes watering stops.) Efforts are made to cut down this round
trip time. As an Incentive, 1o:oinott.ve engineers a,e given rewards for
strict adherence to schedules; with a rewaxd bei.ng_.?..al.led a "poverstnyy" -
a "per kilometer bonus". It is to the enuineer's beat interest, then, to
work at maximum cede and cut to a minimum the tams spent at citatiou
stops. Need.lecs to :in,y, tv:cidetcts ere ftr:q+.;nut as a xFault. The average
traveling speed of a "cor:q:,oned" freight. train in 25 to 30 kma per hour.
A record figure of 40 k=v per lour eau al:taie:~~rd under axrey*...tou4iJ.y fmvcrable
condittono, that to no ustscl.etiuled ;ttcpe, no b:exlcdowr:r.. etc. DI.rect
destinat:.oo trains have at tines raacbed no average of 60 iced per hour
(during the period 194C-194?,). Sue t.,.atna have t.l.rte or four water tanks.
Some other exasplos of I.ravclinF, t.iue (one way) frosr the Duvets are:
a) Donmt,s h-.+ir. to Ltaki (,300-JF,:0 l(,as) Vivo. hours
b) " Yuma rirw (5 0.,`i~c e s ) 13..1U ho+xrs
c) kss) d0 ucur s
aoscow (900 to 1100 hats) 23??32 ncurs
(Moscow bound trains leave the Donets Bas.t.n by the South Donets
and North nets railroads. The length of the trip varies
accoi u~,ky ~o the var. tous points of origin). 40-42 hours is
required for a"compose-''train.
15. The "direct destinaticu" (Marshratnyy) trait. ,s alwreyc loaded at one specific
loading point, for instance, a mining trust point.. The cargo may cor+sisc of
different types of coal, however, It is destined to one specific consumer.
The railroads bear a heavy responsibility for the speedy and safe handling
of such trains. Guards from the r.onaun'er organization are sometimes placed
on the train as an exl.re precaution. Made up of the new type 60-ton cars,
the net load is ustwetu brae and four t~o.:sand Mving according to
a set schedule, the only stops m-de are for water and to remove damaged
cars. If all phases of the movement of the shipment are met according to
schedule, the following receive incentive rewards:
a) Chief inspector in charge of loading ant taking of specimens
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b) Railroad station of departure (origin)
c) transport section of the trust
d)?unloading team of the receiving agency.
(before 1940 a loader received a bonus of 20 to 30fi on his 10
ruble a day pay).
i6. The Donets Basin coal is divided into the following types and was shipped
mainly to such consumers as noted.
a) Naval coal. Consumed largely by the Navy and the Merchant Marine.
Some was used for coking and export (Greece, Italy and France).
Coal used for domestic consumption is transported to:
a. Varveropol'e - Pervomayka
b. I'mioo - YAdievka
c. Krivorozh'e
d. Bryanka
e. 0lkhcvaya
f. Sbchirbinovka
g., Gorlovka
h. Prokhorovka
i. Imenzhsnkovo
MP*,Nvka
k. ' Yujg~-1oF-Smolyanka
1.` Rutcbse*ero
In the rest of theUSBR:
a J.tpetek ltiat
b. DAwkov edloti and tractor plants
C. '9w1w LOeo.Otive?buil+lins and "Selmask"
d.. O irloav eledtroteebaioal aad. "/wt shaAbten?
e: Tractor and aatoll'arsical pleat. in Stalingrad.
f , '111 ^sohaniosl? plant. -1n' Moscow
S. AX-1 plants in IaSI S& -
h. Plants in *ms! MA 3004061
1...Plante la. ' V ~mol Oorkt7
,1Vicaitrsrl iacbt i-bai1lla1 pia in Noroabwftsat
'ant 1 CSD!f it Mrsy .
(tea iMa} : ate' dea~,'pl+ a iaM Us. O WIpblask Tractor
11Wk. are pars1a1l.J a"3,1!I vi ' noeses Main Cob*)
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Black Sea (Novoressisk, Sevastopol, Feodosiya,
Kerch, Nikolayev, 0desse.)
Azov Sea (Rostov, Mariupol, Eerdyanak)
Baltic Sea (Leningrad)
Caspian Sea (Astrakhan, Baku, Derbent)
Coke coal; mainly as follows:
1. To the following coke plants attached to coal mines.
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^.) as and long.flwse coal. This coal was used by the railroads of
the European portion of the USSR. Since their coal consumption is
very great, they also received coal from the following additional
sources:
1. Kizilov Coal District
2. Moscow.Coal Basin
3. Brown coal basins
4. l chora-Vorkuta Basin
5. L"$tonian peat and, shale mines
6. Spitzbergen Island, Norway (Soviet concession managed by the
"Artu,gol Trust")
(The railroads consume nearly all gas and long-flame coal and a part of
lean coal and anthracite. The Donets Basin accounts for up to 40%
of total output of,gas.and long-flame coal. A all part of this
coal.'goes to power stations and cities).
.d) Lean (poor) coal. This coal is consumed by the power stations with
blow furnaces, sugar factories, fortransportation and city use.
e) Anthracite. The Donate Basin has two coal combines: The Voroshilovo-?
grad Combine and the Stalino Combine. The following trusts of these
combines are producing anthracite:
?1. . Chistyakov Anthracite Trust in Chistyakovo
2. , Fomi,a crust, in:.7ey, b.vka:.
3. Snezhnyap Coal Trust in Snezhnoe
4, "Drinbamantrotsit" Trust in Kraso'y Luch
5?' Bokov'AnthraciteTru,t in BOkovo-Lobovo
0. Sverdlov Coal'Trust Su Dolzhanslcays
7? Frunze Coal Trust in Roven?ki.
17. The Rostov Coal Combine manages coal mines in the former Don Cossack area.
The foUaring trusts belonging to this combine; mine anthracite;
a) ' 01 cov , Coal Trust in Guko7o
) Vlasov Coal Trust in Shakhtnaya
c) Nssvetey Anthracite rust in Nesvetsy
d) D.cnetsko-Grushevskty Trust
Thin coOins also has, the, f'gllov1Z trusts producing brown coal:
af',gugorasvo-Sviaaravskiy-Trust,ir KamRnskoe and Boguraevo
b).Gondorovskly trust-in Gonduraevsksya
18. All.anthraei.tr produced, by the Varoshtlovograd, Stalino and Rostov Coal
Cosbines is - of the tl*".. foltbvUag,tyy}s:
d . ~3a1b (."Mitsn.
b063os
:Calm
Slab ind'e$ke oatbraclte.it u#sd bg the 'cities}' secondary-important industries
and .van ed 1ocarotlvas i4,pps4.?V1th'spec1al,blov furnaces. Calm serves as
fuel Lk~ pdwr. StatioM,. :"st glaatities of it arm not
utilized and era
alloria4'tO bs d,rtroasld bT spont~iosou. canbuitioa.la dues around toe coal
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19. Following are the daily-output figures of coal in the Donets Basin, as I rccail
them,before'the beginning o? World War II:
a) Voroshilovograd Coal Coaiiie
1.
Lisichansk Coal Trust
8,000
21,
Kirov Coal Trust
5,000
3.
Pervomaysk Coal Trust
8,000
4.
Sergo Coal Trust
11,000
5.
Bryansk Coal Trust
7,000
6.
Vorashilov Coal Trust
11,000
7.
Krasnodon Coal Trust
7,000
8.
Donbas Anthracite Trust
13,000
9.
Bokov Anthracite Trust
8,000
10.
Sverdlov Coal Trust
7,000
11.
Frunze Coal Tnj..st
5,000
1.
Pzerzhi_nsk Coal Trust
9,000
2.
Artem Co&1 Trust
1.;.,000
3-
Grdzhenikidze Coal 'T'rust
9.000
4.
ketrovsk Coal Trust
8,000
5,
Rutcheukovo Con'. Trust
8,000
6-
Kuibyshev Coal Tr'.Ir t
6,0oo
Budenov Coal Trust
Sove`sk Coal Trust
7,000
5,. CO
9.
?fakeev Coal 'must
10,000
10.
Kre.snogvardev5'k Coal. Trufi
?,000
CI'itya.kov :.ntbT>.`it'- Tr-vs'.
7,000
000
524N
524N
524N
524N
52 hiu
=S2 4N
524N
Sanitized Copy Approved for Release 2011/09/01: CIA-RDP80-00809A000600060041-0
cj Rostov Coal Combine
1,
Gukov Coal. Trust
3,500 tons
2.
Vlasov Coal Trust
6,000 "
3.
Nesvetayy Anthracite Trust
10,000
4.
Donetsko-Grishevsk Trust
3,500
5.
-BuchuraRvo-Svinarevo Anthracite
Trust
4,000
6.
Gundorty Coal Trust
1,000
524N
524N
524N