SPECIFIC RAILROAD LINES IN BULGARIA

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A052500340001-1
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 60
• Document Creation Date: December 22, 2016
• Document Release Date: June 24, 2010
• Sequence Number: 1
• Publication Date: February 2, 1960
• Content Type: REPORT

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CENTRAL INTELLIGENCE AGENCY
This material contains Information affecting the National Defense of the United States within the meaning of the Espionage Laws, Title
18, U.S.O. Secs. 793 and 794, the transmission or revelation of which In any manner to an unauthorised person Is prohibited by law.
COUNTRY Bulgaria
REPORT
SUBJECT Specific Railroad Lines in Bulgaria DATE DISTR.
NO. PAGES
REFERENCES
DATE OF
INFO.
PLACE &
DATE ACQ.
2 February 1960
ARMY review completed.
STATE }[ ARMY }[NAVY }[ AIR x[ FBI
NSA I x1
9 ID
25X1
25X1
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SPECIFIC RAILROAD LINES IN BULGARIA (C)
Introduction . .
Page Nr
3
1. Line 1, SOFIA-PLOVDIV-STARA ZAGORA-ZIMNITSA-BURGAS . . . . . . . . 6
a. Route . . . . . . . . . . . . . . . . . . . . . . . . . . . .
b. Permanent Way. . . . o l- . . . . . . . . . . . . . . . . . . . .
o. Limiting Characteristics . . . . . . . . . . . . . . . . . . .
2. Line 2, SOFIA-MEZDRA-GORNA ORAKHOVITSA-VARNA . . . . . . . . . . . 6
a. General Information . . . . . . . . . . . . . . . .
b: Route. . . . . . . . . . . . . . . . . . . . . . . . . .
c. Traffic. . . . . . . . . . . . . . . . . . . . . . . .
d. Description . . . . . . . . . . . . . 0 . 0 . 0 0 0 0 0 . . . .
e. Lorna Orakhovitsa Railroad Station . . . . . . . . . . . . .
f. Aeenovo Railroad Station . . . . . . . . . . . . . . . . . .
g. Turgovishte Railroad Station . . . . . . . . . . . . . . . . .
h. Kaepichan Railroad Station . . . . . . . . . . . . . . . .
i. Sindel Railroad Station . . . . . . . . . . . . . . . . . . . .
.i. Razdelna Railroad Station . . . . . . . . . . . . . . . . . .
k. Varna Railroad Terminal . . . . . . . . . . . . . . . . . .
(1) Importance . . . . . . . . . . . . . . . . . . . . . . . . 9
(2) Traffic . . . . . . . . . . . . . . . . . . . . . . . 10
(3) Personnel . . . . . . . . . . . . . . . . . . . . . . . . 10
3. Railroad Line KOLAROVORAD-KOMUNARI and
a road Line POLYANOVGRAD-KOMUNARI-RAZDELNA (Sector of Line 3). . 10
Komunari Railroad Station. . . . . . . .
Annexes A through M
10
11
11
13-54
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Listed below are the names and geographic and UTM coordinates of loca-
tions used throughout this report. Coordinates are not shown for well-known
locations or for connecting railroad and highway points.
Location
Geographic
UTM
ARKOVNA
N43-02, E27-12
NH-1664
ASENOVO
N43-17, E26-o2
MH-2193
ASPARUKHOVO
N43-009 E27-20
NH-2658
BELBREG
N43.03, E27-o8
NH-0867
BOSILKOVO
N42-49, E27-02
NH-oo40
BOZHIDAR
N43-379 E27-06
NJ-0729
BRDG
N43-16, E26-34
MH-6792
CHERV.E IBRE G
N43.16, E24-05
KH-6396
DASKOTNA
N42-52, E27-10
NH-1547
DEVNYA
N43-139 E27-33
NH-4585
DIBI CH
N43-14, E27-00
NJ-0086
DIMITROVO
N42-36, E23-02
FN-6719
DRALFA
N43-20, E26-26
MH-5498
DULGOPOL
N43-039 E27-21
NH-2766
EMIROVO
N42-56, E27-16
NH-2154
GORNA ORAKHOVITSA
N43?079 E25-41
LH-9375
IKHTIMAN
N42-26, E23-49
GN-3102
IVANSKI
N43-o8, E27-02
NH-0376
KALTINETS
N43-07, E25-41
LH-9377
KARDAM
N43-45, E28-o6
NJ-9045
KASPICHAN
N43-18, E27-10
NH-1494
KLIMASH
N42-47, E26-54
MH-9236
KOCHOVO
N43-149 E26-28
MH-8485
KOLAROVGRAD
N43-169 E26-54
1H-9491
KOMUNARI
N43-01, E27-18
NH-2362
G O/YG/DE/Y7/f3L
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Location Geographic urm
KURDZHALI N41?39, E25-23 LG-6412
KURILO N42?49, E23.21 FN-9244
LEVSKI N43-15, E26-36 MH-6990
LISTETS N42-52, E27?-o8 N,Fi-1046
LIULIAKOVO 142.52, E27-o6 NH,-o646
LOZAREVO N42-47, E26-53 ?=9035
MADARA N43-1.7, E27GO6 NH..07-91
MARASH N43-12, E26?57 MH-9683
MEZDRA N43-09, E23@43 GN-1979
NOVA SHIPKA N43.a03, E27.33 NH,:,4467
NOVI PAZAR N43?21, E27-1.2 WA ,1598
PARTIZANI N43:-01, E27a1.5 NH -2O62
PETAR BARON N42-51, E2:6,- 55 M:-IL-(,>444
POBIT KAMAK N42-35, E23-42 ON-1819
PODKOVA N41-24, E25-24 LF 6684
PODVIS N42.50, E26-51 MH-,8`742
POLIKRAISHTE N43=11, E25-37 ._..8881
POLYANOVORAD N42.39, E26?59 MH-9922
PRESLAV N43-10, E26-49 MN 8579
PROVADIYA N43-11, E27?26 NH-3681
RADKO DIMITRIEVO N43911, E27-O1 NHI-0181
RAKOVEPS N43-01, E27-33 NR:=4463
RAZDELNA N43?1O, E27=38 NH-5179
RESEN N43-12, E25?35 LH-=8382
SAMOVODENE N43-O8, E25-36 M Hr-8677
SINDEL N43.-=07, E27?36 NH-4973
SLAVYANOVO N43-17, E'26-11 1' ' 3393
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Location
SLIVEN
SMEDOVO
STARO ORYAKHOVO
STARA ZAGORA
TE 2 ISKO
TODOR IKONOMOVO
TOLBUKHIN
TRAPISHTE
TSAR KRUM
TURGOVISHrE
TURNAK
TURNOVO
VAKAREL
VELICHKOVO
WEB1 L
YANTRA
YUNAK
ZAICHARI
ZAVET
zHELAD
ZIMNITSA
-5a
Geographic
N42-409 E26-19
UrM
MH-4425
N43-04, E27-O1
N42-59, E27-48
N42-25, E25-38
N43-o8, E25-4o
N43-39, E27-10
N43-349 E27-50
N43u22, E26-32
N43-12, E26-53
N43-15, E26-34
N42-579 E27-12
N43-O5, E25-39
N42-339 E23-43
N43-039 E27-27
N43-15, E26-33
N43-12, E25-41
N43-059 E27-37
N42-50, E27-01
N42-50, E27-04
N43-039 E27-11
N42-35, E26-36
NH-0168
MH-6560
L4-8897
LH-9078
NJ -1331
Ni -6624
MJ -6202
MH-9183
MH-6588
NH-1755
LH-8970
GN-2215
NH-3666
MH-6189
LH-9284
NH-4969
1?-9842
NH-0542
NH-1366
MH-6714
0,y, /DE/y711q-L_.
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Location
SLIVEN
SMEDOVO
STARO ORYAKHOVO
STARA ZAGORA
TE 2 ISKO
TODOR IKONOMOVO
TOLBUKHIN
TRAPISHTE
TSAR KRUM
TURGOVISHrE
TURNAK
TURNOVO
VAKAREL
VELICHKOVO
WEB1 L
YANTRA
YUNAK
ZAICHARI
ZAVET
zHELAD
ZIMNITSA
-5a
Geographic
N42-409 E26-19
UrM
MH-4425
N43-04, E27-O1
N42-59, E27-48
N42-25, E25-38
N43-o8, E25-4o
N43-39, E27-10
N43-349 E27-50
N43u22, E26-32
N43-12, E26-53
N43-15, E26-34
N42-579 E27-12
N43-O5, E25-39
N42-339 E23-43
N43-039 E27-27
N43-15, E26-33
N43-12, E25-41
N43-059 E27-37
N42-50, E27-01
N42-50, E27-04
N43-039 E27-11
N42-35, E26-36
NH-0168
MH-6560
L4-8897
LH-9078
NJ -1331
Ni -6624
MJ -6202
MH-9183
MH-6588
NH-1755
LH-8970
GN-2215
NH-3666
MH-6189
LH-9284
NH-4969
1?-9842
NH-0542
NH-1366
MH-6714
0,y, /DE/y711q-L_.
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Line 2 was the,most northern of the three east-west railroad lines
across Bulgaria. From SOFIA, it passed through MEZDRA, CHMRV NBREG, PLEVEN,
LEVSKI, GORNA ORA14iOVITSA, ASENOVO, KOLAROVGRAD, KASPICHAN, SINDEL, and
RAZDELNI. At SINDEL, Lines 2 and 3 converged and continued as one line to
VARNA. Leaving SOFIA, Line 2 descended and followed the Iskur Gorge through
the Balkan Mountains to MEZDRA, from which it gradually ascended to PLEVEN.
From PLEVEN it traveled the Danube upland plains to the Black Sea, crossing
many tributaries of the Danube River.
Four passenger trains, two express and two local, ran daily
on this line; three went from SOFIA to VARNA and back and one from SOFIA to
KASPICHAN and back. In summer, an additional express train made a round trip
from SOFIA to VARNA.
d. Description
This was a standard-gauge, single-track line, except for two
short sectors, SOFIA-KURILO and RESEN-GORNA ORAKHOVITSA, where there were two
tracks. Between ASENOVO and SLAVYANOVO, the maximum gradien'; was 3 percent;
along the rest of the line it was 2.5 percent. There were no curves with radii
less than 350 m. On the Sofia-Lorna Orakhovitsa sector, the maximum axle load
was approximately 40 tons; on the Gorna Orakhovista-Varna sector, where there
were still Type-41 rails, it was approximately 25 tons. Between ASENOVO and
SLAVYANOVO, the trains were pulled by an additional locomotive from the depot
at ASENOVO, which was established there for this purpose.
There were many bridges and culverts on this line. There were 18 or 19
tunnels, all on the Kurilo-Mezdra sector. They were of varying length; 4 or
5 of the longest were about 100 m. In addition, there were many bridges, via,
ducts, outs, and slide areas in this sector. From MEZDRA to VARNA, all criti-
cal points were either bridges or rail centers.
e. Gorna Orakhovitsa Railroad Station (For sketch of site layout
see Annex C; for location, see Annex D, Item 4)
This was the most important rail center on this line, serving as
the junction for lines connecting RUSE with southern Bulgaria and for lines
connecting SOFIA with VARNA. Because of its importance, a project was initiated
in 1949 for building a network of by-pass lines around it see Annex D for over-
lay and details on these by-pass lines), the entire pro-
ject would be completed sometime in 1959,
The Gorna Orakhovitsa railroad station area included as its peripheral
points the following railroad stop;z., SAMOVOD N7, POLIKRAISHTE, YANTRA, and
the sugar factory stop 3 km east of KAI!PINETS. When the by-pass line from
SAMOVODENE to RE EN was completed, RESEN was to take the place of POLIKRAISI E
as a peripheral substation.
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This station had an underground command post, built in 1953 or 1954
at an unknown location, of the same type as those at the Kaspichan and
Pleven stations. The station also had a communications center called "Preko"
at an unknown location.
f, Asenovo Railroad Station (for location, see Annex A, Item 8;
for sketch of site layout, see Annex E)
This station had approximately six main tracks, with an average
length of 600 m, and an auxiliary locomotive depot. Source believed it had
a centralized traffic control system. All trains stopped at this station
for 15 or 20 minutes to have their locomotive pits cleaned and to take on
water. Since locomotives were changed at GORNA ORAKEIOVITSA, they had to
have their pits cleaned at ASENOVO.
g. Turgovishte Railroad. Station (for location, see Annex A, Item
22; for sketch of site layout, see Annex F)
This station had seven tracks, five approximately 600 m long,
one 400 m long, and one 350 m long they were numbered one through seven.
body tracks. In addition there was an unloading spur (track 8) used to W
unload coal and wood; coal for all Turgovvishte Okoliya and wood for
TURGOVISHTE were stockpiled here. For the purpose of supplying fuel to the
people, the country was divided into regions and one station in each region
was designated as the fuel supply point.
Locomotives were cleaned of cinders and supplied with water at this
station. Passenger trains stopped here approximately 15 minutes, freight
trains a little longer.
h. Kaspichan Railroad Station (for location, see Annex B, Item
60; for sketch of site layout, see Annex G)
KASPICHAN was the most important porcelain and brick producing
area in Bulgaria; several factories of both types were near the station.
From here porcelain was shipped to all parts of Bulgaria and brick through-
out Kolarovgrad Okoliya and to VARNA. KASPICHAN was also a grain center,
and grain was one of the principal freight commodities.
This station was a junction for three standard-gauge lines- Line 2,
the Kaspichan-Ruse railroad line, and the Ruse-Varna railroad line. At
least two passenger trains to RUSE were made up here daily, and during the
summer months two additional trains passed through this station from RUSE
to VARNA. A morning train for sOFIX.was made up here, anad the station was
the final stop for a train from SOFIA. Freig,nt trains to VARNA, KOLAROVQRAD,
RUSE, and GORM ORAKHOVI'TSA were made up here. Locomotives based in GORNA
ORAKHOVITSA and VARNYA V ruse, ;red to KASPICHA14 and then returned to their sta-
tion of origin,, The station, which had 1.3 tracks and 2 spurs, serviced about
'15 passenger tt;rains) which ran on standard-gauge lines. The tracks were
approximately 600 m longs Track 1 was a through track used by trains,running
from SOFIA to VARNA; track 3 was a through track for trains to and, from; RUSE;
track: 4 13 w
tt~cc~gr.. w r for t.?:a^t~,~ el i. .
$nd switching. The stallion had an a,utt,c;ma -io mow,,. ~,ch annc signal control system
and also switch control towers at both ends of the yard (exact locations
unknown) from which switches could be controlled manually or semiautomatically.
'fyr-/ 49 rY ",// 4L..
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This was also the transloading station for the narrow-gauge (60 cm) line
TODOR IKONOMOVO - BOZHIDAR-KASPICHAN, All transloading was done manually. Wood,
wheat, and pure kaolin, the base material of porcelain, from the mine at BOZHIDAR,
were transported on this line. The narrow-gauge yard at KASPICHAN had five or
six tracks 300 m long, two of which were built up to put them on a level with the
normal-gauge spur. Trains running on the narrow-gauge line took on water and coal
here, and there were also maintenance and cleaning facilities and a classification
yard for narrow-gauge-line trains. The Cherkvitsa railroad station was the only
other one on this line with water and coaling facilities, Switches and signals
in the narrow-gauge yard were controlled manually. Three or four passenger trains
a day ran the entire length of this line and at least three more a day went as far
as NOVI PAZAR,
i. Sindel Railroad Station (for location, see Annex B, Item 79; for
sketch of site layout, see Annex H)
This station was the junction of three liners Line 2, Line 3, and
the Sindel-YunakSStaro Oryakhovo railroad line. A great deal of bamboo was grown
in this area and shipped to all parts of the country. In addition the area had
brick and tile industries. This station, consequently, was very active and was
About 25 passenger trains daily passed through this station.
there was a state reserve coal stockpile, location unknown. Switches and
signals were centrally controlled from the station building.
1. Razdelna Railroad. Station (for location, see Annex B? Item 85; for
sketch of site layout, see Annex T)
road line. Approximately 30 passenger trains passed through it daily
The station had a centralized traffic control system, operated from the sta-
tion building. There was a state reserve coal storage area (location unknown),
but no water, coaling, or maintenance facilities. A narrow-gauge line led to
this station from a brick and tile factory, 4 to 5 km to the northeast.
k. Varna Railroad Terminal (for location, see Annex B, Item 98; for
sketch of site layout, see Annex J)
(1) Importance
This was one of the most important rail centers in Bulgaria,
since VARNA was Bulgaria's largest harbor and served as a transshipment point
not only for northern Bulgaria but also for Czechoslovakia and Hungary. Live-
stock from abroad was shipped to VARNA and from there transported by rail to
Czechoslovakia and Hungary. Coal, wood, crude oil, uranium ore, grapes, out
apples in barrels of liquid, and other goods were transported by rail from the
interior to VARNA and shipped abroad from +.here, In addition VARNA was an
important induatzial &re . r appliances, canned
fish, and meat products were manufactured there and sent by rail or ship to
other countries,
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C; o, /p11) e / -D~"L
(2) Traffic
At least 20 passenger trains were made up here daily and about
the same number arrived daily from other stations.
In 1954, when the Ministry of Transportation and Telecommunica-
tions requested a survey of the number of trains passing over a grade crossing in
this station, one man at the crossing for 30 days to count the
trains. The survey revealed that on an average a train passed over this crossing
every 5 minutes, As a result, a new overpass was built at this point (see Annex
J, Item 54), Switch control at this station was partly manual and partly electric;
the receiving and ready track switches were electrically operated, the others
manually.
(3) Personnel
The Varna station had spurs spreading over the entire peninsula
and harbor area. Everything was directed and controlled by one stationmaster.
Subordinate to him in operational matters were his assistant,, the chief of the
freight station, and the chief of rolling stock:. The dispatcher of the classifica-
tion yard was subordinate to the stationmaster only in administrative matters; in
operational matters he was subordinate to the chief of the freight station. In
addition to the railroad line maintenance personnel, approximately 200 men were
employed in this station, of whom 100 worked in the rolling stock department,
3, Railroad Line KOLAROVORAD-KOMtUNARI and Railroad Line POLYANOVQRAD-
KOMUNARI -RAZDP NA (Sector of Line 3) (For location of these lines., see Annex K~
Until 1955, the line from KOLAROVORAD 'to POLYANOVGRAD was designated
in the technical books of the Bulgarian Ministry of Transportation and Teleoommuni-
cations as the Kolarovgrad-Polyanovgrad railroad line. In 1955, the Sofia-Sliven-
Polyanovgrad.-Komunari-Varna railroad line was officially designated Line 3. As a
result, the Polyanovgrad...Komunari sector of the old Kolarov'grad-Polyanovgrad line
became a sector of Line 3. These two lines are covered under one heading,
t
itical
a study of this line
prepared cost estimates
The condition of this sector was one
or the mos
cr
in Bulgaria. It was
built rel
or 1938 and 1941 to meet military needs,
In spring
sector was put into operr:,r- c j. a d
1~ t :e
Because of the f'."~ ' ", ,,e
J n N - eY
plans and .t+. a : C led
bridges and lcng t ?
the route. Main teaeard: e _ r J11 ae waa c~.
work was dcrs.E. CPI of, R! i....
and still the line wa 1.c- sat"(- for trq. f"f"~
titre maximum r ade ..'~ o
were used.
the Komunari-Razdelna sector of Line 3
ar.d. wooden ties
line was built of Type trig:&-32 rails and impregnated wooden
es. The Yunak-Komunari section was completed and placed in o
eration in f
ll
p
a
1943. The steepest grade on this section was 2 percent and lay between the Yunak
and Nova Shipka stations.
25X1
25X1
25X1
or/P/L Wit/ 7~
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atively rapidly between 1937
1939 the Kolarovgrad-Smedovo
m-_ .ovc ,.,p'ol_,~.novgr ad sector,
; Cir"rd o de_y '-1.to 2r in t' .e original
ne.: .. l f"or b:dl ding many
i. i. areas along
e'.-ery year
;_. e c .., rol per sanently,
' o(,nrdaroe with
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b. Komunari Railroad Station (for location, see Annex K, Item 83;
for sketch of site layout, see Annex L)
This station was an important rail junction of Lines 2 and 3. It
had 11 or 12 tracks approximately 600 m long. Trains between KOLAROVORAD and
KOMUNARI in both directions took on coal here, and all trains took on water.
Passenger trains made a 15-minute stop.
In 1953, five tracks were built at the southwestern end of the station for
international freight trains, which, at that time, were being routed through
Rumania via KARDAM, where they were re-formed, to southern Bulgaria
The reason for this routing was twofold: relations between Yugoslavia and the
Soviet-Bloo countries were strained, and the port of VARNA was closed to inter-
national shipping and used only by barges. A temporary locomotive depot was
also built in 1953. After 1955, when the bridge at RUSE was completed, the sta-
tion lost its importance in international freight traffic; it was still, however,
used for parking freight cars.
For location, see Annex K, Item 24; for sketch of site layout,
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Go~~id~rrTis~td
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to Annex A
Legend
(For Annex A, See Attached Envelope.)
1. Gorna Orakhovitsa locomotive depot - All trains on Line 2 and the Ruse-
Podkova railroad line stopped here to change locomotives and personnel.
There were facilities here for repair, maintenance, cleaning, and refueling.
2. Railroad underpass - See Annex C, Item 3,for details.
30
Kozarevets railroad station - This station had at least three tracks, approxi-
mately 500 m long. Only passenger trains stopped here. There was a reserve
coal stockpile, but it was to be used only in case of emergency. There were
no water or other coaling facilities.
4. Railroad bridges
5.
Dzhulyunitsa railroad station - This station had at least four tracks, 600 m
long. There was a state reserve stockpile of coal in briquette form, quantity
unknown. the station building was on the north side of
the tracks. Trains passed each other at this station. Only passenger trains
stopped here.
6. Strazhitsa railroad station - This station had at least six tracks, approxi-
mately 600 m long. Only passenger trains stopped here. Trains passed each
other in this station. There were no water or coaling facilities. There was
a state reserve coal stockpile, quantity unknown.
7. Spur to unidentified military depot.
8. Asenovo railroad station.
9. Railroad bridge - This was a steel deck-type bridge, approximately 8 m long,
resting on stone abutments.
10. Steep grade - From approximately 1.5 l+m east of the bridge (Item 9) to approxi-
mately 1.5 km south of Slavyanovo railroad station (Item 11), there was a
gradient which became as steep as 3 percent. Except for the summer express
trains, all trains had to have an additional locomotive to pull them from the
Asenovo to the Slavyanovo railroad station. These extra locomotives returned
to ASENOVO without oars. This sector was in defilade, and during practice air-
raid alerts locomotives and-trains were dispersed along it.
11. Slavyanovo railroad station - This station had four tracks, approximately
600 m long. Trains passed each other in this station. The station building
was on the east side of the tracks not on the west side as it appears on the
map. There were no water or coaling facilities.
12. Popovo railroad station - This station had five or six tracks, approximately
600 m long, and a loading ramp, approximately 150 m long, west of the station
building. The station building was north of the tracks and not as it appears
on the map. There were no water or coaling facilities.
13. Guarded railroad crossing - The barriers were raised and lowered manually.
Signals for operating the uax r1e? were received from the Popovo and Dralfa
.railroad stations,
14. Dralfa railroad station - This station had three tracks, approximately 600 m
long. The station building was on the north side of the tracks and not as it
appears on the map.
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Continuation of Legend to Annex A
15. Railroad bridge and sharp curve - This was a stone-arch bridge, approxi-
mately 6 m long. Between the bridge and the track was a fill 1 m high.
At the Same location was a curve with a radius of approximately 300 m.
In 1951, a project was initiated to correct the alinement of this curve;
construction was completed in 1953. It included building a new concrete
fleck-type bridge, 6 m long, and laying a fill 1 m high on top of the
bridge. As of January 1958, the track had not been laid over the new
bridge. The new track was to be laid when the project to replace all
rails on this line with Type-k9 rails reached this point.
this would be sometime in 1959 or 1960.
16. Zdravets railroad station - This station had four tracks, approximately
600 m long. There were no water or coaling facilities.
18. Alinement (of this line) as it appears on the map -
or 1960 (see Item 15).
19. Alinement of this line as it appears on the map.
20. Two culverts - These culverts, 1 m wide and .5 m high, were of railroad
ties and spanned two streams (no names). They were not large enough
and were continually filling with trash, which resulted in this sector
being flooded during the rainy season. A number of projects to improve
these culverts had been initiated but, because the condition was not
critical and because of a lack of funds, they were never realized.
21. Railroad bridge - This was a stone-arch bridge, 4 m long.
22. Turgovishte railroad station.
23. Railroad bridge - This was a 2-span steel Parker-truss bridge, 35 to 36 m
long, with an underbridge clearance of 10 to 15 m.
24. Guarded railroad crossing - The barriers were operated manually. The bell
signals to raise or lower the barriers were received from the Turgovishte
and`Nadarevo railroad stations.
25. Location of former passing track - The 20-kilometer sector between the
Turgovishte. ,nd Nadarevo railroad stations was the longest on Line 2 with-
out a railroad stop. During World War II there was a passing track at
this point, which later was removed and used elsewhere because of the
shortage of rails. The bed, however, was left as it was for later use.
26. Nadarevo railroad station - This station had four tracks, 600 m long, and a
loading ramp, 100 m long. There were no water or coaling facilities. A
semiautomatic switch and signal control sy tem was employed, operated from
the station building.
G orIGi0 EryTir4L
was the proposed route. The construction was of be completed in 1959
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Continuation of Legend to Annex A
28. Two railroad bridges - These were steel-girder through bridges, each
approximately 8 to 10 m long, with stone abutments.
29.
Present course of Varna River - The course of this riverbed was altered in
1950.
30. Koohovo railroad station - This station had at least three tracks, 600 m
long. There were no water or coaling facilities. A semiautomatic switch
and signal control system was employed in this yard.
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_16?
Legend to Annex B
(For Annex B, See Attached P2ivelope.)
32. Railroad bridge - This was a steel girder bridge, 4 m long, resting on
'stone masonry .abutments,. Clearance under the bridge was 1.5'.m.
33. Railroad line to PRESLAV
34. Tsar Krum railroad station - This station had 5 or 6 tracks, 600 m long,
and a loading ramp approximately 150 m long. There were no water or
coaling facilities. A semiautomatic switch and signal control system was
employed in this yard, operated from the station building. This station
was the junction of Line 2 and Preslav-Tsar Krum railroad line. At this
station was a rail tie and telephone pole impregnation plant, which had
a loading ramp approximately 200 m long.
35. Guarded railroad crossing - The barriers were lowered and raised manually
upon signals received from the Tsar Krum station.
36.
station, an the Kamichiya River.
were MARASH,
Points of reference
the Tsar Krum railroad
37. Railroad bridge - This was a concrete girder bridge,
on stone abutments. It spanned a dry stream bed;
4 m long, resting
the location of a dirt road at this point on the map was incorrect; he
said it was approximately 500 to 600 m west of this point.
38. Dry stream bed.
39. Guarded railroad crossing - Upon receipt of bell signals from the Tsar
Krum or Kolarovgrad railroad stations, the barriers were manually raised
or lowered by the watchman stationed at this crossing.
40. Third-class rdad It was 4 m wide and of waterbound macadam.
41. Railroad bridge This was a stone-arch deck-type bridge, approximately
4 m long.
42. Former passing point - The grade of the Tsar Krum?Kolarovgrad sector was
2 percent. As a result trains had to travel very slowly. During World
War II there was a passing track here. Later, the rails were removed for
use elsewhere, but the ballast was not touched. The point was 600 m long.
43. Railroad bridge - This was a stone-arch deck=type bridge, 4 m long. Between
the bridge and the track was a fill 4 m high.
44. Normal-gauge spur to the Kolarovgrad Brewery.
45. Proposed site for amusement park railroad line - This line was to be
2 to 3 km long and use 60=cm-gauge tracks. It was to be used and operated
by children.
46. Kolarovgrad railroad station Kolarovgrad Railroad
Station Yard, dated 16 July 1958.
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Continuation of Legend to Annex B
47. Railroad overpass - See report mentioned in Item 46.
48. Railroad bridge - This bridge spanned the Boklugansko Dere Stream. See
report cited in Item 46.
49. Railroad line Kolarovgrad-Polyanovgrad,
50. Railroad bridge - This was a stone-arch bridge, 10 m long, with an under-
bridge clearance of 4 to 5 m. Between the bridge and the track was a fill
approximately 70 m long and 40 m wide at its base. The sides sloped at a
ratio of 2:1.
51. Guarded railroad crossing - The barriers were raised and lowered manually
upon signals received from the Kolarovgrad and Mutnitsa railroad stations.
52. Mutnitsa railroad station - This station, built in 1949, had four tracks,
600 m long. A semiautomatic switch and signal control system operated
from the station building was employed.
53. Railroad bridge - This was a stone-arch bridge, 3 to 4 m long. Between
the bridge and the track was a fill 1 to 1.5 m high.,
54. Railroad bridge - This was a concrete deck-type bridge, 5 m long, on stone
abutments, It had metal guardrailings 1 m high; clearance under the bridge
was3to4m.
55. Railroad bridge - The same description as Item 54.
56. Madara railroad station - This station had four tracks, 600 m long, and a
loading ramp 50 m long. A semiautomatic switch and signal control system
operated from the station-building was employed in this yard. MADARA was
the capital of Bulgaria during the Tsar Krum era (814 AD). It was important
to historians and a favorite tourist attraction,
57. Spur to Kalugeritsa quarry.
58.
59. Railroad bridge - This was a concrete deck-type bridge, 4 to 5 m long, on
stone abutments. It had guardrailings 1 to 1.5 m high; clearance under the
bridge was approximately 3.5 m.
60. Kaspichan railroad station - In 1954, the Kolarovgrad-Kaspichan sector of
this line underwent general repair (osnoven remont), including its permanent
way'and switches and rail joints (as needed).
61. Standard-gauge railroad line RUS EKASPICHAN,
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Govy~~~Eoy T~~';
Continuation of Legend to Annex B
62. Narrow-gauge railroad line KASPICHAN-TODOR IKONOMOVO.
63. Railroad bridge - This was a steel deck-type bridge, 4 m long, resting on
stone abutments. It spanned the former bed of the Madara River. Clearance
under the bridge was 1.5 m.
64. Railroad bridge - This was a concrete deck-type bridge, 4 m long, with stone
abutments. It spanned the Madara River. Clearance under the bridge was 2 m.
It was built in 1955, when the construction project altering the course of
the Madara River was under way.
65. Present course of Madara River - In 1955, a project was begun to alter the
courses of the Madara and Provadiyska Rivers. The course of the Madara from
a point 100 m west of the bridge described in Item 59 to where it flowed in-
to the,Provadiyska River was to be altered. The course of the Provadiyska
River from where the Madara River flowed into it to a point several kilometers
southeast of PROVADIYA was to be altered. In fall 1957, this project still
had not been completed.
66.
67. Nevsha railroad station - This station had 4 or 5 tracks, 600 m long; a loading
ramp 100 m long; and a spur to a local grain warehouse. There were no water or
coaling facilities.
68. The sector of this line between Items 60 and 67 was concealed by large trees
along both sides. In addition, the sector between Items 66 and 67 was in
defilade. In practice air-raid alerts all locomotives from the Kaspiohan
depot were concealed by dispersing them along this sector.
69. Venchan railroad station- This station had two tracks, 600 m long, and one
spur, which led to an unidentified military depot (Item 70).
71. Provadiya railroad station - Trains took on water at this station.
72. Dobrina railroad stop - This was the old Provadiya station; it had 2 or 3
tracks, 600 m long.
73. Vasil Kolarov railroad station - This station had 5 or 6 tracks, 600 m long.
74. Spur to granary.
75. Two spurs to salt plants.
76. Zhitnitsa railroad stop - There were 2 tracks, 600 m long.
77.
Tsarevo railroad stop - There were 2 tracks, 600 m long.
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-1}-
Continuation of Legend to AnnexB
78. Railroad bridge - This was a steel girder deck-type bridge, 4 m long, with
stone abutments and a vertical underbridge clearance of 2 m.
79. Sindel railroad station.
80. Yunak railroad station - This station was on the branch line POLY4NOVUAD-
STAR0 ORYAKHOVO,
81. SINDEL - e outline of this.village sed
as points of reference the Sindel and Yunak railroad stations, Line and
the SINDEL-POLYANOVaRAD railroad;.'ine.
82. Drainage ditch through marsh area - Portions of this ditch were still being
built in 1958.
83. Railroad bridge
the map.
84. Railroad bridge - This was a concrete girder bridge, 4 m long, with stone
abutments and a vertical underbridge clearance of 2 m.
85. Razdelna railroad station.
86. Railroad line TOLBUKHIN-KARDAN.
87. Railroad bridge - See Annex I, Item 15,, for details.
88. Narrow-gauge spur to brick and tile factory.
89. Beloslav railroad station - This station had 6 to 8 tracks, 600 m long;
a normal-gauge spur (Item 94), which led to a glass factory; and a loading
ramp 150 m long. Trains took on water at this station.
90. Railroad bridge - This 10-m-longssteel'?bridge spanned.a canal (Item 91).
Its abutments were stone and its underbridge clearance was 5 to 6 m.
91. Canal - It was approximately 10 m wide and 5 to 6 m deep.
92. Narrow-gauge line from Dobreva Chuka quarry to bridge (Item 90) _ $mall
dump cars carried the crushed rock from the quarry to the bridge, where
it was dumped into barges or into cars on a normal-gauge spur (Item 93).
93. Normal-gauge spur - This spur ran alongside but at a lower elevation than
the narrow-gauge spur (Item 92).
94. Normal-gauge spur to glass factory.
95. Railroad bridge - This was a steel bridge, 10 m long, with stone abutments
and an underbridge clearance of 4 to 5 m.
96. Topolite railroad station - This station had 5 to 6 tracks, 600 m long, and a
loading ramp 150 m long. Manganese ore brought by rail from a ?adne 12 to 15
miles northwest was loaded at this station.
97. Railroad bridge - This was a steel girder bridge, 4 m long, with stone abut-
ments and an underbridge clearance of 3 m,
98. Varna railroad station,
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Legend to Annex C
(For Annex C, See Attached Envelope.)
1. Line 1 SOFIA-VARNA - The Res
double-tracked.
en-Gorna Orakhovitsa sector
of this line was
2. Classification yard in POLIK
unknown.
RAISHTE - The number and le
ngths of tracks were
3. Spurs - There was an unknown
for construction was stored i
number. Sand dredged from
n this area.
the river to be used
4. Tie-in line between the Sofi
a-Varna and Gorna Orakhovit
sa-Ruse lines.
5. Passing track.
6. Yantra railroad station - It
through tracks (priemno pravn
warding tracks.
had six or seven tracks, of
i), 600 m long; the others
which three were
were used as for-
7. Railroad line RUSE-GORNA ORAK
HOVITSA-STARA ZAGORA-KURDZH
ALI-PODKOVA.
8. Tie-in line between Line 3 an
d the Ruse-Varna line.
9. Line 1, SOFIA-VARNA.
10. Tie-in line between line 3 an
This line was under construct
SAMOVODENE.
d the Sofia-Turnovo-Stara Z
ion as of 1958 and was to r
agora railroad line.
un from RESEN to
11. Samovodene railroad station.
12. Classification yard - This ya
rd was under construction a
s of 1958.
13. Tie-in lines between Gorna Or
akhovitsa station and class
ification yard
(Item 12). These lines were
under construction as of 19
58.
14. Central railroad station at G
ORNA ORAKHOVITSA.
15. Receiving building - This was
brick, 60 x 15 to 20 m, with
were a waiting room in the mi
and offices in the west wing;
a cream-colored, 2-story b
a red-tile gabled roof. On
ddle section, a restaurant
on the second floor were q
uilding of stuccoed
the first floor
in the east wing,
uarters.
16. Postal and railway express of
cream-colored building with
fice - This was a 1-story,
a red-tile gabled roof.
stuccoed brick,
17. Washrooms.
18. Railroad militia headquarters - This was a 3-story, stuccoed brick, cream-
colored building, approximately 0 x 15 m. with a red-tile it
19.
Unidentified office of the Railroad Inspectorate - This was a 2-stor
y,
stuccoed brick, cream-colored building with a red-tile gabled roof. It
was 50 to 60 x 20 m.
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Continuation of Legend to Annex C
20. Unidentified office of the Railroad Inspeotorate - This was a 2-story,
stuccoed brick cream-colored building with a red-tile gabled roof. It
was 40 x 15 m.
21. Unidentified office of the Railroad Inspectorate - This was a 2-story,
stuccoed brick, cream-colored L-shaped building with ,& red-tile gabled
roof. The longer wing was 30 x 15 m; the shorter one was 15 x 15 m.
22. Recreational club, transient hotel, and cafeteria of the Railroad Inspec-
torate - This was a 3-story, gray-stuccoed brick building with a red=tile
gabled roof. It. was 40 x 15 to 18 m. The cafeteria and transient hotel
were in operation 24 hours a day.
23. Building - 1-story, stuccoed brick cream-colored building, 50 x lO m,, with
a red-tile gabled roof. In the west wing was the Capital Investment Sec-
tion W the Railroad Inspectorate. Since 1957, the chief of this section was
Simeon RASHKOV. The approximately 20 employees worked 46 hours per week:
8 hours per day Monday through Friday, and 6 hours on Saturday.
24. Temporary sheds - These were used as living quarters for personnel of the
Construction Region for Transportation Matters in GORNA ORAKHOVITSA,*which
was subordinate to the Construction Department in SOFIA. They were..also
used as warehouses. There were approximately 10 sheds built of wood and
stuccoed brick, 10 x 12 m, with red-tile gabled roofs.
25. Quarters - These were permanent quarters for personnel of the Construction
Region for Transportation Matters, GORNA ORAKHOVITSAI. There were five 3-
story cream-colored buildings of stuccoed brick, 25 x1lO m, with red-tile
roofs.
26. Administrative office of the Construction Region for Transportation Matters -
The chief was Gencho Nenov KOSEV, a master builder,, appointed in 1956. There
were approximately 70 employees working in this office, including architects,
engineers, technicians, and administrative personnel. They worked 46 hours
per week. This building was of the same type as those described in Item 25.
27. Theater and library - This was also used as an auditorium.
28. Dispensary - This was a 3-story, stuccoed brick, cream-colored building
with a red-tile gabled roof. It was 30 x 15 M.
29.
30.
Unidentified building - Formerly this building had been occupied by the Con-
struction Region for Transportation Matters. It was a 2-story, stuccoed
brick, cream-colored building, 20 x 12 m,with a red-tile gabled roof. In
1951, this region was transferred to KOLAROVGRAD; in 1955, it was returned
to GORNA ORAKHOVITSA but was given offices in the building described in
Item 26.
Building - This was a 1-story building, 20 x 4 in, in which there was a
refreshment and newspaper stand.
31. Gorna Orakhovitsa locomotive shop -
it contained water cranes and coaling facilities, two turntables;
and facilities for repairing locomotives.
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Continuation of Legend to Annex C
32. Water station - This was a brick building. F x in
,33*
naziroaa 1
btti l Aine.m
34. Switch control towers - These brick towers were 6 x 6 x 13 m. The.S itches
beside them were manually operated. One of the towers was. for trains coming
from SOFIA, one for trains from PODKOV*, and one for trains from VARNA.
35. Railroad bridge - This was a stone masonry arch bridge,
3 or 4 arches. Its approaches were on fills 8 to 10 mhigh and 100 to' 150 m
m
long; overhead clearance was unlimited. It had two piers and spanned a river
20 m wide. On the south bank of the river a dirt road passed under the bridge.
36. Highway overpass - This was a concrete slab deck-type highway overpass, 20
x 10 m, with an underbridge clearance of 4.5 M. The approaches were on fills
4 m high. The KALTINL'PS-GORNA ORAKHOVITSA highway passed over the tracks at
this point.
37.
38.
Railroad bridge - This was a steel Parker-truss bridge.
esti at F---lenoth as 70 to 1n0 m.
r
s
d
V orce concrete; ase on fami iarity with railroad bri
construction practices since 9 September 19
Railroad bridge - believed"it was
of
i
f
dge
39. Platforms - These were three platforms, 200 or more m long, on eadh 'of which
were newspaper and delicatessen stands and water fountains. A tunnel ran
underneath the tracks connecting these platforms.
40. Tracks - This was a passenger -track for trains running from VARNA to
SOFIA. It was also used for limited freight train locomotive maneuvering.
41. Tracks - This was a passenger through-track for trains running from RUSE to
PODKOVA. Same as Item 40.
42. and 43. Tracks - These were passenger through-tracks for trains running from
PODKOVA to RUSE. Same as Item 40.
44. Track - This was a passenger through-track for trains running from SOFIA to
VARNA. Same as Item 40.
45. Tracks These were approximately 15 freight tracks.
46.
47.
48.
Classification yard -
Freight yard - This Yard was approximate?,,* 1. km from the station.
Freight yard for sugar factory
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Continuation of Legend to Annex C
49. Main classification yard - This yard had been under constracti6n?~since 195+
or 1955, and it was to be.,completed in 1959 &id'wasto
include the Samovodene station. When it was completed, the olassifieati.on
yard of Item 46 was probably to be torn up or left as a reserve yard.
50. Forwarding tracks (pomoshtno raspredelitelno otpravno razvitiye) - These
were 500 to 600 m long.
51. Planned site of underground water tank - Plans were drawn in 1957 for this
rete with
tank which was to be built in 1958. It was to be of reinforced toner
Forty fireplugs, 50 mm in diameter, were to be installed an tied
into the main lines of this reservoir. The estimated cost for the entire
projects'was 600,000 to 700,000 leva.
Gar//.De- rvT~RG
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-24-
ANNEX D
MAP OVERLAY OF RAILROAD ROUTES IN THE VICINITY OF GORNA
ORAKHOVITSA AND CONNECTING BY-PASS LINES RECENTLY CON-
STRUCTED AND UNDER CONSTRUCTION. (BULGARIA)
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Legend to Annex D
1. Track - This was a tie-in track between t Yd'VARNpt RM8 anti tlie._,standa.rd-
gaugej. simile-trae)k ,railroad .;llines RUB.R-GORWA QRAXHQ'VITSA. ^' It eri~ab1ed '
trains on the two lines to by-pass the Gorna Orakhovitsa railroad station.
Construction of this tie-in line was ben in 1949 and completed in 1951.
2. Yantra railroad station.
3. Factory - This was a sugar factory 3 km from ICALTIN.ETS.
4. Gorna Orakhovitsa railroad station.
5.
Proposed site for classification yard - This yard was to be built under
the project mentioned in paragraph 2. d.
6. Samovodene railroad station.
7.
Track under construction - This was a tie-in track between the SOFIA-VARNA
and RUSE-I PODICOVA railroad lines. This was to be a standard-gauge
track; not certain whether it was to be sinele'or'doublp.
construction was under way in 1955; it had not been completed
m
in 1958. The proposed date of completion was 1958.
8. Resen railroad station.
Track - This was a tie-in track between the SOFIA-VARNA and GORNA ORA1flOVITSA-
RUSE railroad lines so that trains on these lines could by-pass the Gorna
Orakhovitsa railroad station,
25X1
-T
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0
P
H
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-27,x.
Legend to Annex E
1. Main track - This was a standard-gauge single-track railroad line, SOFIA-
GORNA ORAKHOVITSA-KOLAROVGRAD-VARNA.
2. Body tracks there were six of these body' tracks, all standard
gauge and approx ma e y boo m long.
Sidings - These tracks were used by locomotives for maneuvering. Water and
coaling facilities were in this area.
4. Siding - Approximately 20 locomotives were kept as a reserve on this--track.
This reserve complement of locomotives, which were not used for normal runs,
was common to all larger depots.
Roundhouse -
. Locomotive depot
7. Cleaning pits - Here diesel and steam locomotives were cleaned.
more cleaning pits
8. Water crane - This was connected to a water tank, location unknown. There
were no pumps at this point. There were other water points in this station,
Station building - This ,was a 3-story,,cream-colored, stuccoed brick building
with a red-tile gabled roof. It was approximately 15 x 10"m. 0n the ground
floor were the offices of the stationmaster and dispatcher, the control tower,
the ticket office, and the waiting room; on the second and third floors were
the quarters of the office personnel.
10. Freight building - This was a 1=story, cream-colored, stuccoed brick ware-
house, 25 to 30 x 15 x 5 to 6 m, with a red-tile gabled roof. It had"
eliding wooden doors, approximately 3 m high and 2.5 m wide, on both sides.
11. Loading ramp - It was 150 x 30 x .9 m and of compacted crushed. rock.
12. Unidentified building This was a l-story, stuccoed brick, crea4n-colored.,
building, about 10 x 4 m, with a red-tile gabled roof.
13. Washrooms.
14. Drinking fountains.
15. Control towers - These were 1-story, brick, flat-roofed buildings, 3.5 x 3.5
x3m.
16. Macadam road.
ErY 7-1132
25X1
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ANNEX F
SKETCH OF TURGOVISHTE RAILROAD STATION, BULGARIA
NOTE: Numbers in parentheses are track numbers
h
t
1g
(LINE22
% SOFIA
0
DO
600 m
00
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J
(Line 2)
VA RNA
0
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Legend to Annex F
1. Switch control towers - These two towers were each 3.5 xx .5 x 4 m and of the
type usuall constructed in Bulgaria.
20 stuccoed quarters
cream-colored building,~r20rx10imawitY a s red-tile gabled roof.
The rail Maintenance supervisor, the track watchman, and a few permanent
maintenance workers lived in this building with their families. The tool .....
s ed.was a 1-story building, 10 x 6 in, and attached to the?quarters building.
These buildings-were used by the-rail' maintenance section Crew, which was
responsible for the maintenance of the Webel-Levski sector.
3. Coal and wood storage area office - This was a 1-story stuccoed brick building,
6x3m.
4. Shelter for coal and wood - This shelter, 200 x 20 x 7 m, Was merely a roof
supported on wooden posts.
5. Two cleaning and ash pits - These pits were 30 x 1.2 m and were on track 3.
There were four cleaning and ash pits at this statio
6. Water cranes - Water from the old water tower (Item 14) was fed into the 16co-
moti yes at these two points. There were two other water points at this sta-
tio-
7. Freight station building - This building, a 1-story, stuccoed brick, cream-
colored building, 15 x 10 m with red-tile gabled roof, contained the freight
offices and a warehouse.
8. Loading ramp and scale - The loading ramp was 150 x 20 m x 90 cm, with stone
walls.' The area between the walls had been filled with crushed rock and then
rolled. There was a scale built into track 1 near this ramp.
9. Station building- This was a 2-story, cream-colored, stuccoed brick building,
18'x-10 m9 with a red-tile gabled roof. It housed on the ground floor the
stationmaster, the dispatcher, ticket offices, the waiting room, and a small
restaurant. Quarters for the stationmaster's and the dispatcher personnel's
(four) families were on the second floor.
10. Drinking fountain.
11. Latrine.
12. Post office - This was a 1-story building, 4 x 4 m.
13. Water tower - The tank of this tower was reinforced concrete, enclosed in an-
80-cm-thick brick insulating jacket. Its capacity was 150 cu m; its 24-hour
capacity was 500 cu m. it had two electric, pumps, one in operation at all
times. There was one diesel pump for emergencies only. There were three
more pumps at the:~river south of the station, which was the source of the
water. The tower was built in 1951 or 1952. In 1957, la
%i^/~ia boy Tis~-L
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.25X1
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continuation of Legend to Annex F
plan to build, in 1958, a dam about 4 km upstream and to.lay pipes from a
reservoir below the dam to the water tower so'as to feed the tank by
gravity flow.
14. Old water towe y- This tower, was about 18 x lo-'k'6 m and had a steam-powered
pump. Ita capacity was 50,ou m; its 24-hour capacity was 200 cu m. As of
1958, it served as a stand-by tower.
15. Quarters for station switchmen and track personnel'- This was a 2-story,
cream-colored, stuccoed brick building, 8 x 12 m, with a red-tile roof.
16. Quarters'and office of the regional rail maintenance supervisor -'This was
a.2-story, cream-colored,'stuccoed brick building, 10 x 6 m, with a red-tile
gabled'roof. The supervisor was responsible for the sector starting 3 to 4
km' east of 3cOClOVO at I)TM M H-8485 to a : point 5 km- east"of DRALFA* at UTM MH-
5498. He had about seven section supervisors subordinate to him.
17. Third-class road from TURGOVISHTE to BR.EG?
18. Second-class road from TURGOVISHTE to TRAPISHTE.
19. Machine tractor station - Approximately 1 km'
north of TURGOVISHTE at UTM MR-635900, this station was built in 1954 or 1955.
It consisted of''10 hangar-type structures, each 45 x 15 m, housing all trac'torsj>
combines, and trucks of the Turgovishte 0koliya, and repair and maintenance
shops for the same machinery. Quantity of machinery unknown.
20. State POL storage depot - The oil stored in this depot was for civilian use.
There were approximately 19 tanks. each with a capacity of 20 cu m. The depot
was built in 1952 or 1953
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Legend to Annex G
(For Annex G, See Attached Envelope.)
1, Through track - This track was used by trains running from VAR1A to SOFIA.
2, Maintenance supervisor's quarters and tool shed--'The building closer to __..
the road was the supervisor's quarters; the other, his tool shed. `'They were
both'lmstoo^y brick buildings with red-tile gabled roofs. This supervisor was
responsible ?or'the Kosovo-Mutnitsa sector of Line 2 and for the Kaspichan-
Pliska sector of the Kaspichan-Ruse line.
it. Loading ramp - This ramp was 200 m long and .9 m high. The two dead-end spurs
beside the ramp were used for loading.
5. Warehouse - This was a 1-story, stuccoed brick, cream-colored building, 30 x 15 m,
with a red-tile roof.
6. Quarters for transient railroad personnel - These were two, lmstory stuccoed
brick buildings, 10 x 8 m.
7. Ash pit and water tower - There were approximately 20 of each;.:of these at
various points throughout the station area (exact locations ur'known),
8. Infirmary, doctor's office, and quarters - This was a 2-story building, 8 x 6 m.
The infirmary and the doctor's office were on the first floor; the quarters were
on the second floor.
9. Drinking fountain, latrine, and garbage disposal incinerator.
10. Station building - This was a 2-story, stuccoed brick building, - 50 x 15 in,
with a red-tile gabled roof. It had an awning in front.- In the-west-wing
of the first floor were the offices of the stationmaster, his assistant, and
the eight dispatchers (two on duty at all times), as well as the ticket office,
The switches and signals were controlled from the office of the dispatchers.
In the middle of the first floor were the waiting room and the restaurant. In
the east wing of this floor was the post office. Quarters were on the second
floor.
11. Drinking fountain,
12. Office of the unidentified military unit assigned to the station- This unit
(number unknown) was subordinate to the headquarters at the Gorna Orakhovitsa
station. This was a 1-story building, 10 x 6 m.
13. Railroad telephone central - This central contained an automatic switchboard
(details unknown). Built in 1948 or 1949, it was 2-stor ra -stuccoed
brick building, 12 x 10 m, with a red-tile roof. a tele-
phone technician lived in this building. In addition there was an'operator on
duty who handled the line to railroad stops and railroad crossings.
14. Quarters for railroad personnel - Built in 1950 or 1951, thiswas a 3-story,
stuccoed brick building, 12 x 10 m, with a red-tile roof.
15. Quarters for railroad personnel'- This was a 1-story building, 60 to 70 x 8 in.
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Continuation of Legend to Annex G
16. Railroad bridge - This was a steel girder, deck-type bridge, approximately 4 m
long and 10 m wide, with stone abutments. Two normal-gauge tracks passed over it.
17. Track to VARtA.
18. Dead-end spur - This track, 5 to 6 km long, led to the ash pit. It was also
used by locomotives for executing their maneuvers.
19. Transloading spur - It was normal gauge.
ksl- Cars on thes tracks e a leve1`with those
20, Two elevated narrow-gauge tracks
on the normal gauge spur. Transloading was done from these tracks, which were
approximately 300 m long.
21. Coal yard - A diesel crane on rails loaded locomotives on both narrow- and normal-
gauge tracks. The capacity of the crane was 500 kg. The stockpile consisted of
lignite and brown coal from DIMITROVO, amount unknown.
22. State reserve coal stockpile - This consisted of large layers of*coal-bri uettes
nn_1J1ArPd with wooden boards. Provisions had been made for ventilation:
here was at least 10,000 cum of coal stockpiled here, which was
or use q- E!Asp Of war, re were also state reserve stockpiles of rails
23. Building - This was a 1-story brick building, 65 x 20 m., 'with a red-tile roof.
It contained the messhall, warehouses, and various offices.
24. Living quarters for railroad personnel - These were six 2- or 3-story houses,
25 x 12 m.
25. Grain silos.
26. Water tower - It was 20 m high and had a capacity of approximately 150 cu in.
About 500 cu m of water could be pumped through it in 24 hours'. Its puinphouse
contained one diesel and two electric pumps; its source of water was unknown.
In 1957, a project was initiated at Tr`as