HAULING TIMBER ON USSR RAILROADS

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CIA-RDP80-00809A000700060188-6
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RIPPUB
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R
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16
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December 22, 2016
Document Release Date: 
October 6, 2011
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188
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Publication Date: 
May 3, 1952
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REPORT
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Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 INFORMATION FROM FOREIGN DOCUMENTS OR RADIO BROADCASTS CD NO. CLASSIFI me, FOR OFFIIIAL USE ONLY 'CENT . REPORT COUNTRY USSR SUBJECT Economic; Transportation - Rail HOW PUBLISHED Book WHERE PUBLISHED Nose DATE LANGUAGE Run Till n00111? CO.TAIII, UnRM~noM unrnRM III unRMA RMFLFI OF TIIC UNITED Cnn, WINlI of HUMID. OF OFIOIOII ACT OR 5.0. C.,1 AOO ,,. AS wenu. In n111RM1Og11 OF nF On~YnO. rq. OF ITS CO.1R, IM ART MAMMON TO AM YOnnollal ,in0M IS .INTRM by 11.. RMnti"rnO. OF TIII, FORM I. now..... DATE DIST. 3 May 1952 NO. OF PAGES 16 SUPPLEMENT TO REPORT NO. Osn Planirovani Perevozok na Zheleznodorozbnom rte Ftmdanentals of the Planning of Hauling on Railroad Transport , Yu. I. Koldomuov, Gosudarstvennoye Transportnoye Ehlelesnodorozhno Izdatellstvo, Moscow, 1949, pp 197-204, 272-281, Hauling Characteristics In 1947, timber tauling amounted to 7.8 percent in tons and 9.5 percent in ton-kilometers of the total freight turnover on the railroads. Of the total amount of timber hauled by the railroads, round timber amounted to 45 percent, construction timber and pit props amounted to 28 percent, sawed tim- ber-amounted to 16 percent, and railroad ties amounted to 11 percent. Timber hauling on the USSR railroads is influenced by the geographical distribution of the timber producers, processing industries, and consumer industries. The forest areas of the Soviet Union are distributed most irregularly. Notwithstanding the fact that nearly one third of the territory of the Soviet Union is covered with timber, slightly more thud one ?ifth of all the timber resources is concentrated in European USSR, while the main timber reserves are located in Asiatic USSR. The deficiency of European USSR is aggravated by the fact that nearly half of the timber reserves are located in watershed areas, where only limited extraction of timber is permitted. The principal timber-supplying regions of European USSR are in the European'North, the Karelo-1inr sh SSR, and the Emma River Basin. In spite of the considerable timber resources of the Soviet Union, the main industrial centers are located in. the timber-deficient areas, where it is necessary to bring'in timber and lumber. by rail transportation. The geo"raphic distribution of timber reserves, timber-processing in- duste-es, and the main industrial centers throughout tL country prede- termines the flow routes of timber from the Fast to the vest and from the north to the south. The average length of haul of timber via rail during the past few decades is shown in the following table: STATE RAW ARMY D(I AIR DISTRIBUTION I I FOR .OFf(C ft1 USE ONLY STAT Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 F Kilometers Kilometers 1913 415 1943 699 1934 743 13"4 749 1940 lgol9 1945 780 1941 953 1W 831 1942 632 1947 860 While the average length of haul of timber in 1946 was 830 Li] kilo- meters, t)'.at of round timber vas 580 kilometers, pit props 1,120 kilometers, lumber 957 kilometers, and railroad ties 877 kilometers. The shorter average length of haul of timber via rail ip prerevolutionary Russia was largely the result of irrespokjible felling of timber in the easily accessible and densely inhabited regions. This impoverished the main forest areas of the north. while the Asiatic part of the country was left untouched. This contributed greatly to the inefficient distribution of the wood-process- ing industry. Over 50 percent of pl;vood production was,ooncentrated in the west and northwest; the largest sawmills were also located in European Russia. The consequences of this uneven distribution of the vood-processing industry in prerevolu';iomaty Russia are evident in the hauling of timber via railroad even to the present tuns. Now, 80 percent of the sawmills p the paper in- dustry (except the Sakhalia Island enterprises), 30 percent* the plywood industry, and a great part of the furniture industry are located in European USSR. However, timber-processing industries are beginning to be developed in the eastern regi,n.., where the main timber reserves are located. Inadequacies in the distribution of timber-processing industries aggra- vate the deficiency of the lightly wooded areas and cause excessive long- distance hauling of unprocessed timber by the railroads. The irregular dis- tribution of the timber-processing industries leads to inefficient hauling of sawmill products, and expecially plywood and furniture, from European USSR and the Urals to the Siberian regions. In the postwar years, changes in the location of lumbering operations and the freight flow of timber via railroad are taking place. Lumbering operations in t;:e eastern regions of the USSR are being increased along with limited operations in the south and west, within the capabilities of the limited resources of these regions. The pattern of timber hauling via railroad and the proportion of pro- duction and consumption of timber by the main economic regions changed sub- stantially during World War II. Thus, for example, the amount of lumber hauled in 1940 comprised 27 percent of all timber hauled.. This figure sank to 17.8 percent in 1945. The decrease in the proportion of lumber, in the over-all amount of timber hauling was accompanied by an increase in the need for rolling stock. Thus, if 25.27 square meters of lumber were loaded on a flat car, only 21.P? square meters of round timber could be loaded, which is almost 15 percent less. Simultaneously with the changes in the timber-hauling pattern during World War II, there occurred considerable changes in the freight flow of timber. At the end of the war, lumbering operations, compared with 1940, increased sharply in the remoter areas, particularly in the forth, the northwest, East Siberia, and the Far East. In addition, timber hauling in the vest and the Volga areas exceeded the prewar level. In 1946, timber shipments via rail de- creased 17 percent in comparison with 1940., Together with this, lumber haul- ing from the south rose from 7.2 percent in 1940 to 15 percent in 1946; from the vest, it rose from 6.6 percent to 16.2 percent. The decrease in the length STAT Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 F of haul of timber at the expense of increased extraction of timber from nearby regions of the west and south occurred during the war as a consequence of the forced felling of locall; important timber and timber from the watershed arena. Because of the deficiency of coal in the central areas of the country, there occurred intensified felling of timber for firewood, particularly in the Moscow area. During the war years, along with the general decrease in the procurement of pit props in the north (one of the main sources for European USSR), the need for pit props in this area increased. The requirements for pit props in- creased substantially in West Siberia and the importing of mine timber into Kazakhstan and Central Asia also increased. In the postwar period, there came about a rapid transfer of lumbering operations to the east and northeast, which caused an increase in the length of haul of timber via rail. Planning Timber Hauling The main feature in planning timber hauling via rail is the great number of timber shippers. In addition to the Ministry of Timber and Paper Industry USSR, whose shipments of timber comprise 60 percent of the total, there are 150 other ministries and organizations engaged in their own procurement of timber and carrying out the shipping of this timber for their respective con- sumers. The larghae number of timber shippers has a great influence on -the organiza- tion of timber hauling via the ra-lrouia. Planning the hauling of pit props and the special types of lumber of all timber shippers, as well as timber procured by the Ministry of Timber Industry USSR, the Ministry of Internal Affairs, and the Ministry of Forestry USSR, is centered in Glavlesosbyt (Main Administration of Timber Sales) of the Ministry of Timber and Paper Industry USSR. Planning the hauling of the rest of the timber is done by the timber-supplying ministries, which receive separate cerloading norms from Gossnab USSR (State Committee for the Material and Tech- nical Supply to the National Economy, Council of Ministers USSR). In conformance with the carloading norms prepared by Gossnab USSR for each quarter for the Ministry of Timber and Paper Industry USSR and the timber-supplying ministries, all ministries and departments present to Goes- nab USSR a timber-hauling plan for each type of material according to rail- -oad system of origin and railroad system of destination. Then; for each type, Gossnab USSR prepares an over-all plan of hauling according to railroad system of origin and railroad system of destination. Obviou..iy inefficient hauls, permitted various shippers, are excluded from the plan and, when necessary, are limited to exchanges of timber between self- supplicr ministries to prevent inefficient hauling of timber via the rail- roads. This over-all plan is referred to the Ministry of Transportation for execution. The Ministry of Transportation transmits to the administrations of the railroad systems the timber carloading norms for each ministry accord- ing to railroad system of origin and railroad system of destination. In turn, the self-pupplier ministries submit timber carloading worms to their local organizations, which present to the railroad administrations de- tailed plans of hauling according to stations and systems of origin and sta- tions and systems of destination. A separate plan of hauling for mine timber and other special types of lumber is compiled in the Main Administration of Timber Sales of the Ministry of Timber and Paper Industry USSR. Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 STAT Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 T'r91111111111111W All ministry-consumers which are provided with timber according to a supply plan present to tt~. Ministry of Timber and Paper Industry USSR orders with designated points of consumption of this or that kind of timber. The Ministry of Timber and Paper Industry USSR, knowing the distribution of timber rosources according to trusts, assigns the separate trusts to consumers. A detailed plan of hauling according to station and system of origin and des- tination is presented to the administrations of the railroad systems by the timber trusts. In the areas of heavy timber loading, where there are several trusts, the plan of hauling for each railroad is prepared by the Ministry of Timber and Paper Industry USSR. The centralization of planning timber hauling and the wide use of timber interchange operations between enterprises of the various ministries and de- partments 're unfailing means of pre.anting inefficient hauling of timber via the railroads. Standard Freight Flow Pattern for Timber The standard freight flow pattern for timber on the railroads, separated into basic types, permits the subordination of the planning of timber hauling to a definite order and prevents the inefficient hauling of timber via the railroads. . The first standard freight flow pattern for timber was developed by the REPS (People's Commissariat of Transportation) and Narkomles (People's Com- milsariat of Timber Industry) in 1935 - 1937. In 1941, after the organiza- tion of the Main Administration of Timber Sales and, subsequently, Glavsnables (Main Administration for the Supply of Timber to the National Economy, Council of Ministers USSR), the planning of wood and timber hauling was accomplished by a centralized order. In spite of a number of measures to decrease the length of haul and the number of partially loaded hauls, the railroads have permitted excessive long hauling and counterhauling of timber. In 1944, 2,600 carloads of timber were hauled from Siberia to the Urals, a distance of 2,500 kilometers. In European USSR, 3,100 carloads v re hauled a distance of more than 4,000 kilometers. Also, timber from the Siberian railroads was sent to the Kuybyshev System and the Central Asian railroads and from the Kazan' System to the Odessa, Stalin, end Southern Systems. Together with the excessive long hauling and counterhaul- ing via the railroads, scattered loading of timber was permitted, hindering the long-distance through hauling of timber and excessively clogging the rail cen- ters. River transportation has not been sufficiently used for transporting timber, particularly by industrial enterprises located along the rloating ri':ere. In 1945, the government introduced the. following limitations on ha,:,.ing timber via rail: 1. Prohibited the hauling of timber from the railroads of the Urals, i. e., the Perm' 3-stem (east of Yar), the Sverdlovsk System, the South Ural System, beyond the South Ural System, the Orenburg System, the 0m3k System, and the Karaganda System, except for plywood, ties, and timber necessary for agricultural machine building and motor vehicle and railroad car building. 2. Prohibited the hauling of timber, excluding cedar and larch, from the Siberian railroads, 1. e., the Tomsk System, the Krasnoyarsk System, and the East Siberia System west of the station of Omsk., STAT Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 In 1945, the government boosted timber procurement in Kemerovo, Novo- sibirsk, and Tomsk oblasts in order to stop the hauling of pit props to the Kuznetsk Basin from the Krasnoyarsk System. to order to relieve the railroads of carrying timber, increased timber procurement was provided for in the Kama and Unzha river basins, the Karelia area, Arkhangelsk, Leningrad, Kirov, and Vologda oblasts, Belorussia, West- ern Ukraine, Northern Caucasus, and the Urai regions. The creation of a tim- ber transshipping base at Astrakhan' made it possible to c'lp timber, pro- cured in the Kama River Basin, by river transportation to Astrakhan', where it is transshipped and. then sent by rail or maritime transport to the Caucasus railroads. By 1950, the hauling of timber and timber floating along the Kama River should sharply increase and amount to 14.4 million cubic meters. This timber goes mainly to consumers in the Ural and Volga areas. In 1950, the transit floating of timber in a southerly direction along the Kama River should amount to about 9 million cubic meters o: assorted commercial types of timber To make the freight flow of timber more efficient, the Ukraine, Belo- russia.the Karelo-Finnish and Baltic republics, and the Arkhangelsk and Vologda areas have been directed to supply pit props to the Donets Basin. In 1946, the Ministry of Transportation, jointly with Olavsnables, approved a list of permissible freight-flow routes for hauling pit-prop tim- .ber, round construction timber, saw logs, timber supports, and general lumber. This list is given in the appended table of permissible flow routes. This plan, now in operation, must be considered temporary and subject to amendment because of the changing distribution of the timber-procurement opera- tions. In 1948, the Council of Ministers USSR, by decree, adopted resolutions aimed at the abolition of counterhauling of timber and the more complete satisfaction of the requirements of enterprises located in interior points. By the same decree it adopted resolutions prohibiting, beginning with 1949, 'she hauling of timber (excluding pit props, high-quality coniferous wood, larch, oak, basswood, plywood, matchstick wood, and shipbuilding timber) from forests of the second group, located in Vladimir, Voronezh, Kalinin, Kuybyshev, Novosibirsk, Ryazan', Tambov, and Pskov oblasts, and also in the Ukrainian SSR. Any necessary changes are to be introduced to conform to the changes in the location of the timber stocks in the hauling of timber in 1949 - 1950. With a view toward future efficient timber hauling, the Council of Mini- sters USSR decreed a decrease in the hauling of commercial timber via rail- roads to West Siberia from the Urals and to the Urals from the central areas, starting 1 July 1949, and an increase in the hauling of commercial timber in West Siberia and the Urals. Starting with the second quarter of 1949, in con- nection with the growth of timber procurement in Primorskiy Kray, the hauling of timber to Primorskiy Kray on the Amur and Far East systems is to be pro- hibited. Simultaneously with the beginning of the 1949 navigation period, hauling timber via railroad to the following towns located on water routes is prohibited: Astrakhan', Kptlas, Onega, Tyumen', Omsk, Svododnyy, Vologda, Kineshma, U1'yanovsk, Kostroma, Gor'kiy, Stalingrad, Arkhangel'ak, Biysk, Kras novodsk, and Kazan'. These cities should be completely supplied with timber by rafting. Improving Timber Hauling The fundamental task in improving timber hauling via railroads is to improve the distribution of timber-procurement areas in relation to the con- sumption of timber in the USSR and to facilitate the freight flow of t'.mber via rail on this basis. -5- ^N*WL. Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 r In distributing the timber-procuring areas, it is necessary that rail- road hauling of timber between areas be effected along the shortest routes, chiefly from the north to the mouth, and to reduce to an indispensable minimum the long-distance hauling of timber. To improve timber hauling by the rail. reds, the supplying of timber will be carried out as follows: 1. European USSR is to be provided with timber through a maximum in- crease of timber procurement in the areas of the European North, the Barelo- Finnish SSR, and the Barra and Vyatka rivers. Increasing timber procurement in the European North presuppos4s the utilization of the forests of the Mezen', Vychegda, Pechora, Northern Drina. and Onega rivers. Increasing timber pro- curemgnt inthe Kama River Basin permits the fulfillment ox timber requirements of the Ural and Volga regions and an increase of through rafting of timber to Astrakhan' to satisfy the demands for timber in the Caucasus, the Donets Basin, said Central Asia. 2. Central Asian areas should satisfy their timber requirements from the resources of West Siberia and Krasnoyarsk Kray. 3. The Karaganda Coal Basin should be supplied with Siberian timber. 4? The Kuznetsk Coal Basin should be supllied with timber from the Ob'-Irtysh Basin and West Siberia. 5. Timber requirements of Primorskiy Kray should be met from local re- sources, which will necessitate increased procurement of local timber. Together *tth the development of timber procurement and the increased proportion of river transportation in the hauling of timber, improvements in location of timber-processing industries, particularly sawmills, are very important !n making timber hauling via railroads more efficient. This should be attained through the increased construction of timber-processing enterprises in the procurement areas, and also at river and rail transportation junction points. It is expedient to saw round timber at the procurement area and to limit the hauling of saw logs over distances greater than 300 kilometers. Replacing the hauling of commercial timber with ;the hauling of finished products and semifinished products would relieve the railroads. The efficient location of sawmills is an important factor in reducing the volume of timber hauling via railroads. The natural and artificial seasoning of raw timber and the peeling of timber has great importance in relieving the railroads of inefficient timber hauling. It is necessary to keep in mind that in green timber, water accounts for 40 percent of the total weight. This complicates its transportation over long distances. Drying the timber and hauling it in saved form reduces ;he requirements for rolling stock, as is shown in the following table: No of Cars Type of Timber Amt of Timber Carload Re quired 1,000 cm m tons Round timber 1,000 20 Round timber cnpvrrted 50,000 +,. green lumber 300 25 Timber converted to 12,000 dried lumber 30 10,000 STAT Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 A big factor }n reducing inefficient hauling is the development of lumber interchange operations between the various timber producers. Table of Permissible Flow Route Listed below are the permissible flow routes for pit-propping timber, round construction timber, saw logs, -support timber, and general lumber, accord- ing to railroad system of origin and destination, as of 1 September 1946. This list was sgp~~rovod by the Minister of Transportation and Chief of Glavenables in order No o524 of 14 August 1946. Numbers in. parentheses and asterisks refer to notes in the "Remarks" icolumn of the table. Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 Railroad systems of Destiatttoq originating Railroad System Ro General Lumber October Kalinin Moscow Inner Belt Line lloscw-Kiev (1) Kalinin Moscow Inner Belt Line Moscow-Kiev (2) Western Moscow Inner Belt Line Yaroslavl' (5) October ,(3) Rosasd construction Timber, Saw Logs, Support Timber October October North Donets Kalinin South Donets Moscow Inner Belt Line Kalinin Moscow Inner Belt Line Moscow-Kurek South Donets Moscow-Donbass Kalinin Moscow ?.ner Belt Line Moscow-Kiev Moscow-Kursk North Donets* October (3) Moscow-Donbass Western Moscow-Kursk Moscow-Kiev Yaroslavl' (5) Moscow Inner Belt Line LAdjoins page 9 here] Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060 Lumber from Onega statiog.:censidered originating on Northern System (1) Not beyonn Bry- enek (2) Not otsbfyond Bry- *Only small pit Props 10cm thick and finished sup- ports up to 1.8m long (3) Only from Bee- hetsk-Bologoye, Staraya-Ruosa- Bologoye, and Kresttey-valday Sectors Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 [Adjoins page 8 here (4) Not beyond Bryansk (5) Only from Udomlya-Bezhecak Sector Moscow-Kiev (9) Southern t (6) only on Bigosovo-Smolensk and Stolbtsy-Smo- lensk Sectors and adjoining sections (7) Only to Minsk (8) Only from Moscow-Mozhaysk Sector (8a) Proe Muscov- Mozhaysk Sector for Dvortaa Sovetov (9) only on Bryansk- ezhin Sector North Donets October October North Donets -western (6) Western (6) South Donets North Donets Southern South Donets North Donets Stalin South Donets North Caucasus Stalin Ordzhonikidze North Caucasus Azerbaydzhan Ordzhonil,-dze Transcaucasus Azerbaydzhan Transcaucasus North Donets Western (7) South Donets South Donets North Donets Stalin North Caucasus Ordzhonikidze Azerbaydzhan Transcaucasus Western (7) Southern North Donets South Donets Stalin North Caucasus Ordzhonikidze Azerbaydzhan Transcaucasus Moscow-Kursk (8) Belorussian Belorussian North Donets Southern Southern North Donets Stalin North Caucasus Moscow Inner Most W Inner Belt Line (8a) Belt Line (8a) Southern Southern North Donets North Donets LdJoins page 10 here Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 STAT Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 /Adjoins page 9 here South Donets South Donets North Donets North Caucasus Stalin South Donets Ordzhonikidze North Caucasus Stalin Transcaucasus Ordzhonikidze Azerbaydzhsn Azerbaydzhan Azerbaydzhan Transcaucasus Brest-Litovsk North Donets North Donets Southwestern (10) Only from South Donets South Donets North Donets Baranovichi-Stolb- Stalin Stalin South Donets tsy Sector to North Caucasus Western (10) Stalin Minsk Transcaucasus North Caucasus Ordzhonikidze Azerbaydzhan Transcaucssus 0 Kovel' North Donets Southwestern Southwestern South Donets Vinnitsa Vinnitsa Odessa Odessa Stalin North Donate North Donets South Donets South Donets Stalin Odessa Kishinev Kishinev North Donets Odeesr. Odessa South Donets Stalin South Donets Stalin South Donets Stalin Vinnitsa Vinnitsa Odessa Odessa Odessa South Donets Stalin Stalin Stalin Southwestern Stalin Stalin Stalin South Donets South Lonets South Donets Odessa fAdjoins page 11 hert_] Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 STAT Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 (11) Only oak mine timbers (12) For Leningrad and Moscow (13) Only in stations of Moscow Bail Center (14) only on Moscow- Bryansk Sector *Only small: pit props 10 cm thick and finished supports up to 1.84 long r STAT *Only sash pit props 10 ea thick and finished supports up to 1.8 a long fKdioins page 10 here South Donets Stalin Odessa Stalin Odessa Stalin Worth Donets (11) South Donets (11) Stalin (11) October October October (12) Moscow Inner Kalinin (13) Kalinin (13) Belt Line Western (13) Western (13) Moscow-Kiev (14) Yaroslavl, Yaroslavl, Moscow-Kursk Moscow-Ryazen' Moscow-Ryazan' North Donets* ,Moscow Inner Moscow Inner South Donets* Belt Line Belt Line Moscow-Donbass Moscow-Kiev (14) Moscow-Kiev (14) North Caucasus Moscow-Kursk Moscow-Kursk Moscow-Donbass Southern Bout aastern Moscow-Donbass North Caucasus North Donets Ordzhonikidze SoutheW-arn Azerbaydzhan North Caucasus Transcaucasus Ordzhonikidze North Donets Azerba dzhan Southern Transcaucasus Moscow-Kursk Moscow Inner Moscow Inner North Donets Belt Line Belt Line Moscow-Donbass Moscow-Kursk Moscow-Kursk Moscow-Donbass Mosco -Donbass Moscow-Kursk Moscow-Ryazan? Moscowlyazan' Moscow-Donbass Moscow Inner Moscow Inner Southeastern Belt Line Belt Line North Caucasus Moscow-Kursk Moscow-Kursk North Donets* Moscow-Donbass Southeastern Stalingrad Southeastern Stalingrad Ldioins page 32 here Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 CAdJoine page here- North Donets* Stalingrad North Caucasus Ordzhonikidze Tranecaucasue Azerbaydzhan Moscow Inner North Caucasus Ordzhonikidze Transcaucasui Azerbaydzhsn Moscow Inner Southeastern Belt Line (15) Belt Line (15) Moscow-Donbass Southeastern Southeastern Ryazan'-Ural Moecev-Kursk Moscow-Kursk Moscow-Kursk Southern Southern Southern North Donets North Donets South Donets South Donets South Donets Stalin Stalingrad North Caucasus Ordzhonikidze Stalin Moscow Inner Moscow Inner Tashkent Belt Line (16) Belt Line (16) Ashkhabad Moscow-Byazan' (16) Stalingrad Karaganda (17) Stalingrad North Caucasus Moscow Inner North Caucasus Ordzhonikidze Azerbaydzhan Trensscaucasus Ryazan'-Ural Kuybyshev Yaroslavl' Ordzhonikidze Azerbaydzhan Trenscaucasus Ryazan'-Ural Kuybyshev Yaroslavl' Belt Line Oor'kiy Oar'kiy North Donets Moscow-Ryazan' Mosc v-Ryazan' CAdJoins page 13 here) i (15) only troy Cherusti-.T.yubertsy Sector *Only small pit props 10 ca thick and finished supports up to 1.8 m long (16) only from Arzamas-Cherusti Sector (17) Only frog Druzhinino Agryz Sector Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 STAT Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 Jdjoine page 12 here, South Donets Moscow-Donbass North Caucasus Kaiaganda Moscow-Kursk Moscow Inner Belt Line Moscow-Donbass Southeastern North Caucasus Ordzhonikidze Azerbaydzhan Transcaucasus North Donets South Donets North Donets South Donate Moscow-Kursk Moscow Inner Belt Line Moscow-Donbass Southeastern North Caucasus Ordzhonikidze Azerbaydzhan Transcaucasus North Donets Stalingrad North Caucasus North Caucasus North Caucasus Ordzhonikidze Ordzhonikidze Ordzhonikidze Tranecaucasus Transcaucasus Trsnsceucasus Azerbaydzhan Azerbaydzhan Ordzhonikidze Ordzhonikidze Azerbaydzhan Azerbaydzhan Transcaucasus Transcaucasus Ordzhonikidze Azerbaydzhan Azerbaydzhan Azerbaydzhan Trenscaucasus Transcaucasus Transraucaeua Ryazan'-Ural Tashkent Tashkent Kuybyshev Ryazan'-Ural Stalingrad Stal Orenburg (19) Ryazan'-Ural Ryazan'-Ural Tashkent (19) North Caucasus Orenburg (19) Ashkhabad (19) Orenburg (19) Tashkent (19) LAdjoins page 14 here Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 (18) Only oak mine timbers (l~) From sectors on-the left bank of the Volga River STAT Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 North Caucasus (20) South Ural Orenburg South Ural Karaganda Orenburg Kar?Zands [Adjoins page 13 here.] Tashkent (19) Ashkhabad (19) Ashkhabad North Caucasus Ordshonikidse Azerbaydzhan Transcaucasus Tashkent Ashkhabad Moscow Inner Moscow Inner Belt Line (20) Belt Line (20) Kuybyshev (20) Nyazan'-Ural (20) Sverdlovsk ) Sa(21) ) bvrdlovsk (2 South Ural North Caucasus (20) Orenburg Orenburg South Ural South Ural Karagmda Karaganda Omsk Omsk (22) Orenburg Orenburg Omsk (23) Karaganda Karaganda Omsk (23) LAdjoins page 15 here.) (20) Only from Fosforitnava- Yar-Kirov Sector (21) Only'on the Shalya-Sverd- lovsk Sector Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060 Turkestan- Turkestan- Turkestan- Siberia Siberia Siberia Tashkent Tashkent Tashkent Ashkhabad Ashkhabad Ashkhabad Omsk (23) Omsk (23) '_'urkestan- Turkestaa- Siberia Siberia Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 Bast Siberia Transbaykal [d~oina page 14 here] Tashkent Mhkbabad Tomsk Tasbkeat Ashkhabad Tomsk Far Best Amur Primorskiy Turkestan- Siberia Tashkent Ashkhabad Osak (23) Tomsk Krasnoyarsk Transbsykal Turkestan- Siberia Tashkent Ashkhabad Omsk (23) Tomsk Krasnoyarsk Transbaykal Far Bast Primorskiy Primorskiy Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060 STAT Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6 r STAT NOTg: Freight flow- routes for iatresystem hauling are made up by the chiefs of'the respective systems; Not included in the above list are special hams of-timber permitted by the governoent. These bau i are carried out on special orders of the Ministry of Transportation and 6lavlesosbyt or the Ministry of Timber and Paper Industry RSSR. Sanitized Copy Approved for Release 2011/10/06: CIA-RDP80-00809A000700060188-6