Document Type: 
Document Number (FOIA) /ESDN (CREST): 
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Original Classification: 
Document Page Count: 
Document Creation Date: 
December 22, 2016
Document Release Date: 
June 14, 2011
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Case Number: 
Publication Date: 
November 16, 1951
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PDF icon CIA-RDP80-00809A000600140198-8.pdf222.84 KB
' Sanitized Copy Approved for Release 2011/06/14: CIA-RDP80-00809A000600140198-8 Yom'+' w41r,r-k,^hx y4?,, 5` r'aw` k'S' ~, h G 13,' a b m rani Po '" a 'z ^'"ys~? t+.=r ~+~fit+ ? x "l, Wad P ,i.?i~'M .. pl ?~ r. i +1?~ aMtlrti7v~MYP~ PY7. ~.~ '~ tl'00 0LT COUNTRY SUBJECT C S,IFICATION I CENTRAL INTlitl:lGW 0erwn Democratic Republic; $conomic - roreign trade, iron ore Tre.naportatiou - Rail, water ,IIIO OOCY/Of I, OHO sMeIfI11OO aIflHII(y I 011911O:IIOR YOO OODU O1 !tl ORIOli tOO OIiOIOOO Ot p,IOOM1'O OOI M 6t 119 GOO9OOlO AO 01*500 W gOWIM0005P mII16O OYi1tOO O9 LOTS. MOMOO4a1OO 'OP. VIIM AOO is YOOOIM.mO. DATE OF INFORMATION 1951 DATE DIST. Nov 1951 NO. OF PAGES 3 SUPPLEMENT TO REPORT NO. SHIPMf W 0WN ORE 'PROs`! TO OR Transport Planning shipment of ore from Krim Rog to the Huettenkombinat Ost (ywstern )'etallurgica Combine) in 1ruereteaberg/0der. According the the plan proposal drawn up, the following quantities of ffron7 ore are to be shipped from Kriwoy Rog to the HuettenkombinatOat dhri'g the n,xt few years: 1951, 80,000 tons; 1952, 800,000; 19553, 3 1,500,000; and 1955, 1,500,000. Possible means and routes of transportation are listed below Direct Railroad Transport trivoy Rog to puerstonbarg or Envoy Rog to Eosle (Cosel), Polish Oder port, and from there by ship on the Oder. The cost of a direct rail route frog Erivoy Rog to Tuerstenberg is es- timated at 27 Deutsche marks tar ton. It the ore is reloaded at a Polish Oder ?port, the total freight cost, including reloading charges, likewise amounts to 27 Deutsche narks per ton. Sanitized Copy Approved for Release 2011/06/14: CIA-RDP80-00809A000600140198-8 50X1-HUM 50X1-HUM 50X1-HUM 50X1-HUM Sanitized Copy Approved for Release 2011/06/14: CIA-RDP80-00809A000600140198-8 cONFID,E I IAL Owks"UML Recesaarv measures, therefore, include the following: 1. Sirje ore shipments will probably have to be made by way of Polish rail lines to Nor.1 liuta end to the Czech foumdry under construction, as well as to Fueratenberg, the Polish Railroad Adudnistration=st be contacted to see whether in the second half of 1951, it can take over for the GOB (Oernean Dewcratic Republic) one train leaving Brest lAtovek in each direction every other day. By u l be i'~.'"TM'rease to tvn trains: daily. and from 1953 on, to four . o,- ?9 2 thi? Sao :r ~ trains daily. 2. Special, large-capacity railroad care with autocratic unloading devices are most suitable for shipping ore; these are to be provided by the GDR. An estimated 30 million Deutsche marks will be needed to build 600 of these care. This amount is not inched in the investment am previously planned, because, up to now, it had been assumed that the level of shipments vould be considerably lower. 3. Furthermore, the Soviet Railroad Administration must be contacted to learn whether it can provide suitable special cars (vide-gauge), axxi if the tracks can carry such a load. Combined Rail and Water TTane rt Zrivoy Rog to Soviet Black Sea port by railroad, Black Sea port to Ru- manian Black Sea port by ocean-going vessel, Rumanian Black Sea port to Bra- tislava by inland waterway, Bratislava to Polish Oder port by rail, and Polish Oder port to Tueratenberg by inlaaA waterway. To combined rail-water route over the Danube necessitates four relxdinge, bringing the per-ton freight coat up to approximately 50 /b0?-illegible7 Deutsche marks. 1. Clarification m?aat be obtained from the Soviet Union or from Rumania or Bulgaria as to whether the water transport between the Soviet Black Sea port and the Rumanian Black Sea port can be undertaken. To accomplish this, a load- :..g o ,+.. of An.-M) tone in 1451. 800.000 tons in 1952, 1,300,000 tons in 1955, and 1,500,000 tone from 1954 on would be required on a running basis. 2. Rumania or Czechoslovakia must be contacted to see whether shipping space to Bratislava is always available on the Danube to the extent listed above. 3. Czechonlorakia must be contacted to see whether railroad shipments be- tvwe+n Bratislava and the Polish Oder port can be handled. In this case, the WE would likewise have to provide 600 newly built special cars, requiring 30 million Deutsche marks in investment funds. In considering this transport route, it should be noted that one 150-kilometer stretch of the Danube runs entirely through Yugoslav territory, end that this route, because of political conaiderat.;nis, must be considered as not very reliable. (Since rail and mari- time rates for the USSR and the People's Democracies were not available, all freight costs are listed according to stanfard German rates. It must be ex- pected that actual freight costs will be higher.) Water Transport Krivoy Rog to Soviet Black Sea port by rail, Soviet Back S -a port to Szeczin by ocean-going vessel, and Szeczin to Tueretenberg by inland vatel-day. C01WIDzIk CONFIDENTIAL Sanitized Copy Approved for Release 2011/06/14: CIA-RDP80-00809A000600140198-8 The sea route through the Dardanelles avid Gibraltar alsoinvelves~an can certain political factor. Cost for sea trx ns~&di including (too), lu i fie port of arrival), the nt of departure) tc e InlwA navigation ton. For shipment by steamship (figur- ing to about 30 C Deutsche mar3es per on 3f weeks for a trip) a loading capacity of 6,000 tons would be needed in 1952 and 10, 000 tons in 1953. long-term, chartering of ships cannot to guaranteed and would require an estimated 2-2.5 Milton Deutsche marks in foreign s are for the 800,000 tons in 1952. It does not seam that these expend justifiable in the long run, so that the purchase of used ships is recoamended if the sea route is to be used. The cost of the ship with a 6,000-ton loading capacity, depending on age and condition, amounts to 2.5-3.5 million Deutsche marks. Charter rates and purchase prices are not constant. They change daily and have an upward trend. None of the three wags mentioned above offers a satisfactory solution to the ore-ohipping problem from the long-range viewpoint. As for as this office knows, the Soviet Union and PolarA have under consideration a plan for con way structing an inland waterway which would connect the Dnepr and of the lug. This alrect politically and the most favorable able from the standpoint undoubtedly of traffic the w d efficien(. To avoid making 'unnecessary investments, it is considered urgently necessary that more detailed data be obtained on the planned course (particularly as to where the canal viii meet the Oder), time of completion, and channel dapth (which would determine the size of ships to be used). A decision is requested as to whether this question, which substantially affects the above-mentioned transport Control, should be clarified In conferewes the the chief of Sectiontsho~ direct appropriate Control Commission), whether lfinistry appproopriamate miuie inquiries to the Soviet or Polish governments through the l i e for Lwcternal Affairs. Furthermore, a decision is requestted~ass to which traffic Sanitized Copy Approved for Release 2011/06/14: CIA-RDP80-00809A000600140198-8 Sanitized Copy Approved for Release 2011/06/14: CIA-RDP80-00809A000600140198-8