LVOV-STANISLAV-STRYY AND MUKACHEVO-LAVOCHNE RAIL LINES

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A064300010001-6
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 13
• Document Creation Date: December 22, 2016
• Document Release Date: January 19, 2012
• Sequence Number: 1
• Publication Date: August 23, 1962
• Content Type: REPORT

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CENTRAL INTELLIGENCE AGE
This material contains information affecting the National Defense of the United States
18, U.S.C. Secs. 793 and 794, the transmission or revelation of which in any manner t
S-E- C-R-E-T
NO FOREIGN DISSEM
COUNTRY USSR (Ukrainian SSR)
DATE OF
INFO.
PLACE &
DATE ACQ.
Lvov-Stanislav-Stryy and
M.akach.evo-Lavochne Rail Lines
DATE DISTR. ,13 August 1962
NO. PAGES 1
REFERENCES RD
reports on railroad lines and stations in the Western
a. Stanislav-Lvov and Stanislav-Stryy Railroad Lines. Three pages.
b. The Mukachevo-Lavochne Railroad Line. Eight pages and sketch
of Mukachevo railroad station. A brief description is included
of some 1957 shipments rumored to be for atomic plants. The ship-
ments were in Hungarian cars, traveling via Mukachevo :to' Kiev.
S-E-C-R-E-T
NO FOREIGN DISSEM
GROUP 1
EXCLUDED FROM AUTOMATIC
DOWNORADINO AND
DECLASSIFICATION
STATE I X I ARMY I X I NAVY I X I AIR I X I X I ARMY I X I NAVY I X I AIR I X I NSAXIOCRXIDIA
NIC
(Note: Washington distribution indicated by "X"I Field distribution by "#".)
INFORMATION REPORT INFORMATION REPORT
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USSR (Ukrainian SSR)
The Stanislav-Lvov and Stanislav-Stryy
Railroad Lines
1. The railroads in the Stanislav, Drogobych, and Tarnopol oblasts were
subordinate to the Lvov Railroad Directorate (Upravleniye Lvovskoy Zhel.
Dorogi). The main rail line for which this directorate was responsible
was the Mostiska .549-48, E23-09-7 -Snyatyn LN48-27, E25-39 line, which
had branches in Lvov, Stanislav 548-56, E24-47 , Stryy 549-15, E23-5J,
and Kolomyya 5,48-32, E25-07.
2. The Stanislav branch (Stanislavskoye Otdeleniye Zhel. Dor. ) of the Lvov
Directorate was situated at the Stanislav railroad station. The branch
was equipped with eight obsolescent Czech and Hungarian passenger train
locomotives, each of which had a maximum traction capacity of 600 tons.
The branch contained only one locomotive repair shop, the coaches and
cars being sent to Stryy and Lvov, where there were separate repair shops
for locomotives and for rolling stock. The locomotive repair shop in
Stanislav could accommodate six locomotives; it was situated about 300
meters from the town railroad station, on the opposite s
4rloidti aia F
d ..,. ,. ._, JIl X91
de the Ar cks
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(number unknown) from the station building. The repair shops at
Stanislav, Stryy, and Lvov
were the only ones in the framework of the Lvov Directorate.
3. The Stanislav branch served the following two tracks only:
a. Stanislav-Lvov, via Galich LN49-07, R124-447 and Knodorov
LN49-24, E24-17. This line had only been in use only since
late 1956, when the bridge over the Dniester between Yezupol
LN49-02, E24-47 and Galich, damaged during World War II, was re-
paired. Before the reconstruction of the bridge, rail traffic
between Stanislav and Lvov was routed via Stryy and Vhodorov.
This bridge, an iron structure, was the only one along this line
b. Stanislav-Stryy, on which there was only one bridge, which was
close to Stryy. This was a new, 100-meter-long metal structure
(name of river not known), which was constructed in about 1955 to
replace an old wooden bridge, since dismantled.
4. There were single tracks only along the entire lengths of the Stanislav-
Stryy and the Stanislav-Lvov lines. At one time, there were two tracks
between Khodorov and the next station on the line in the direction of
Lvov but, for an unknown reason, one of the tracks was removed, although
the ties had been left intact.
5. Traffic on the Stanislav-Galich-Lvov line traveled at a maximum speed of
70 kilometers per hour, whereas on the Stanislav-Stryy line, which was
tortuous in many areas, the maximum speed was 50 kilometers per hour.
Freight traffic on these two lines consisted mostly of lumber and sugar
were ;, ;'
beet trains, to which an oca fuel tanker, coal truck, etc,.,
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6. The Stryy station was the largest station along these lines, apart from
the one at Lvov. It contained a marshaling yard for freight cars
(sortirovka vagonov) and had more tracks than the station at S~anislav,
although it had only one warehouse and one loading ramp, situated near
the station. The warehouse at Stanislav was an old structure, about 100
to 150 meters long, but was larger than the one at Stryy. The Stanislav
station also contained two loading and unloading ramps: one ranp was
situated near the station building, in the direction of Kolmyya, and the
other was about 300 meters from it in the same direction. Both ramps
were small, accommodate no more than 10 cars, and were used for general
freight. Small loading ramps were located at the Kalush T49-01, E21t-227,
Dolina /N-48-58, E21i.-017, and Khodorov railroad stations.
No spur lines branched off the Stanislav-Stryy line. There had formerly
been a spur from Dolina station to Vygoda F118-56, E23-5_, but it was
dismantled during World .oar II and had not been restored. In 1956/1957
oilfields had been discovered in the vicinity. In 1957, however-
50X1-HUM
a spur had not been laid to the drillings. The only spur on the Stanislav-
Lvov line was that which branched off from the Khodorov station (destination
a>; n tf(
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914 C~ /77 C-1/V -A
USSR (Ukrainian SSR)
the Nukachevo-Lavochne
1. The 111ukachevo railroad station X148-26, E22-437, facing j7litsa Lenina,
was constructed after World War II to replace the one destroyed at that
site during the war. It was subordinate to the Uzhgorod 1143-37, E22-187-
section of the railroad administration (Uzhgorodskoye Otdeleniye Zhel.
Dorogi) and was considered a "first class" station (Stantsiya I-go Klassa).
Because of its proximity the Chop 118-26, E22-17 border station, the
PMMukachevo installation was an important base for handling imported and
exported freight. In 1957, about 3500 workers were employed by the
station, including its auxiliary installations.
2. The first floor of the station building, which was two stories high,
contained the ticket offices, a waiting room for soldiers and another
one for civilians, a post office, a barber shop, a restaurant, and the
offices of the militia and of the railroad administration, while the
second floor contained only offices, among which were those of the station
manager, the militarytcr?p
,VO
t of the station, the civil defene of?fic?.;
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(nach. 'PVO), and the personnel department.
3. The station's workshop (zhel. dor. depo), a building about 50 x 15
meters in size, employed about 500 workers in three shifts in 1957.
The ,ukachevo station received its first electric locomotives
(elektrovozy) in 1957 and, during the same year, the workshop was
adapted for their repair and maintenance. 'There were two tracks at the
workshop, each of which accommodated two locomotives. Of the 21
locomotives registered there, 17 were electrically powered and four
were steam powered. The electric locomotives were produced in 1956 by
the Tallinn Locomotive Plant, while the steam locomotives were produced
in Germany and acquired by the USSR as war booty. The steam locomotives
were used only for marshalling and other duties around the station,
while the electric ones operated along the Iukachevo-Lavochne 748-49,
E23-227 railroad line, Current for them was suppled by the electric
substation (podstantsya) near the railroad yards. Since the line was
activated in 1957, the substation had also been supplying electric
current to the city of Nukachevo, alleviating the power shortage there.
4. The ',Tukachevo station was responsible for the line between `iukachevo
and Lavochne, a distance of 72 kilometers (whereas the section between
ukachevo and Chop, consisting of 42 kilometers of dual track, was the
responsibility of the Chop station). An average of 16 regular freight
trains and three or four special freight trains, called lettered trains
(literniye poezda), which carried military shipments, used the rukachevo/
Lavochne line daily in each direction. The gross weight of each car in
t'aese trains was usually 1500 to 1600 tons, although the track could
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Page
support up to 2900 tons, Each train was propelled by two electric
locomotives, one in front and one in back.
5. A representative of the armed forces was always on hand at the station
to supervise the handling of military goods, During 1957, Hungarian
cars loaded with crates arrived at the military platform. several times a
week, and their freight was transshipped onto Soviet trains bound for Kiev.
The crates ti-ere handled by military personnel only, and the transshipment 50X1-HUM
procedure was always stringently guarded by soldiers.
the crates contained materials destined for
6.
Soviet atomic plants.
Arrival and departure times for passenger trains to, from, and through
=Mukachevo were as follows:
a. Local. passenger trains departed .ukachevo for Volovets
IT48-43, E23-117 at 0900 and 1115 hours, and departed
Volovets for i-lukachevo at 1230 and 1855 hours. They
departed '',.ukachevo for Chop at 0735 hours and departed
Chop for iTukachevo at 1900 hours. They departed
Mukachevo for iz.hgorod (via Chop) at 0500 hours, and
departed Uzhgorod for 2iukachevo (via Chop) at 2100 hours.
b. Trains on the Lvov-Uzhgorod line also passed through
Mukachevo (and Chop), those going to Uzhgorod at 0815 hours
and those to Lvov at 2115 hours.
c. International through trains, on the oscow3Prague-Budapest-
Belgrade line, passed through ukachevo at 0532 hours from
Moscow and at 1613 hours to "Moscow. Anyone could buy a ticket
for this train and tra ~,l_as_afar as Chop without presenting
50X1-HUM
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credentials or documents of any kind.
7. The I,'Tukachevo-Lavochne line consisted of one track only. The stations
and other features along this line were the following: (all distances
were as measured from P-Iukachevo) :
a. The Koichino T1 8-28, E22-L!67 station, at the sixth kilometer,
contained three tracks: one was used by through trains,
called the "receiving and dispatching (priemo-otpravochny)
track"; one was for loading and unloading (pogruzho-razgruzhochny);
and one, called the "station (statsyonny) track", was kept in
reserve. Most of the freight loaded at the Kolchino station
consisted of lumber and gravel. A metal railroad bridge, about
30 meters long, spanned the Latoritsa River near the station.
It was guarded by the railroad police.
b. The Chinadiyevo station T148-31, E22-517, at the 15th kilometer,
contained three tracks similar in purpose to those at Koichino.
Freight shipped from this station included lumber, gravel, and
mineral water.
c. The Svalyava 748-33, E22-597 station, a third class station at the
21st kilometer, contained six tracks: one for receiving and
dispatching, two for loading and unloading, and three for use as
"station tracks". The following two sidings branched off from the
station:
(1) One siding led to the Svalyava Chemical Combine
(Svalyavski Khimkombinat), located several hundred
meters from the station. Empty 18-ton tank cars
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painted yellow and bearing the inscription "Danger"
and a skull symbol, were sent to the plant to be
filled.
gases and alcohol
the combine produced
(2) The other siding led to a wood processing combine
(derevoobdelochny kombinat), also situated near
the station, which included a sawmill.
A great deal of freight was carried on the siding
both to and from the combine.
e. The Volovets station, located at the 614th kilometer,
contained three tracks. Only lumber was loaded at this
station.
f. At the 67th kilometer there was an iron railroad bridge
near the Lavochne station, was about 120 meters long.
Before the advent of the electric locomotives on this
line, the engineers often fainted while passing through
spanning the Volovets-Guklivyy ,71)8-142, E23-1)47 road.
It had been built in 19147 to replace the one destroyed
during the war and was about 140 meters long. The railroad
police mounted guard over the bridge. Two other railroad
bridges, also 40 meters long, crossed over dry river courses
(obryvi) at the 68th and the 69th kilometer marks.
Four tunnels were located between the 69th and the 72nd
kilometer marks. The first two were each 20 meters long,
the third was about 30 meters long, and the fourth, which was
these tunnels because of the smoke and gases generated
GRO"JP 1
E16; ~;u fry aai~rnatic
a^a
?'C" era
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by the locomotives and, at the time, it was suggested
that the roofs of the tunnels be blasted away to form
open cuts. Military authorities vetoed the suggestion,
however, because of plans to use the tunnels as shelters
in an emergency.
h. The Lavochne station, at the 72nd kilometer, was a third
class station. It contained six or seven tracks:
one for receiving and dispatching; four or five for
loading and unloading and for use as station tracks;
and one for steam locomotives (ekipirovka parovozov).
8. An oil refinery was located near the `lukachevo station. It was
erected after World Uar II in order to process the oil sent from
Austria to the USSR under the reparations agreement between the
two states. The refinery was under military management and em-
ployed several hundred workers, including an Austrian engineer
who was permanently stationed there. An average of 60 tank cars,
each containing 15 tons of Austrian crude, arrived at the refinery
daily; they returned to Austria empty. The refined products were
shipped out in 60-ton Soviet tank cars in the direction of Kiev.
9. In 1957, the Batevo /1TL8-22, E22-2L17 railroad station was being
enlarged by the addition of more tracks and platforms, primarily
for military use. A spur from the station towards the wooded
area west of it was also being laid, and it was said that it too
was to serve the military. Batevo was a railroad junction and a
second-class station.
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10. The following personalities in iiukachevo were reported:
a. Leonid Dimitrovich Stashkevich, manager of the Nalkachevo
railroad station since 1953, was a
graduate of the Railroad Engineers Institue, and a Party
member.
b. IIaj. Vasili Antonovich uarbuzov, military commandant of
the itukachevo station, a post he had held for many years,
c. Col. Naunenko (fnu), commander of the city militia office
since 1955
11. Attached is a sketch of the NNIukachevo railroad station and its
vicinity, with legend.
Legend
1. Station building
2. Workshop.
La..
Electric power substation
Yard for electric locomotives (ELE K'TROVOZY PARK).
5. Track switches for departing trains (ST ELCC:'INIYE P05'fY-
CTPHA.VOCHN E).
6. Track switches for arriving trains (STi.EELJCH dIYE PCS'i'Y-
'[tIEMJ rIE) .
).
7. Track switches (S`?':tELJCHdIYL POST_C
8. Dual track (KC_~t3I:':~~IRUVA Y PUT) of Soviet and European gauges.
9. ',Warehouse (PAKKHAUZ) for outgoing freight.
10. Warehouse (PAKKHAUZ) for incoming freight.
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11. Commercial platform (TOVARNAYA RAIPA ), primarily
for civilian goods; about 150m. long.
lla. Two hoisting installations at the commercial platform for
raising cars in order to exchange wheels of one
gauge for those of another gauge.
12. Platform, 120-15Om. long, primarily used for Military shipments.
12a. Two hoisting installations at the above platform similar to those
at the commercial platform.
13. MUKACHEVO-CHOP railroad line.
It . Station workers supplies section (OTDEL R4BOCHEGO SNABZHE dIYA).
15. Station communications (SVIZ ) department and rolling stock service
(VAGONNAYA CHAST).
16. Station stores of materials and spare parts.
17. Station water pumping installation (VODCKACHKA).
18. Grain stores of the ZAGOT-ZERNO; built after ;World War II.
19. Oil refinery.
20. Brick factory (KII tICHIYY ZAVOD).
21. The 786 Garrison Hospital (786 GARiTIZONJI,fY VOENNY HOSPITAL) on
LENINA; contains 200 beds.
22. i'Iedanical bakery (KHLEBOKOIiIVAT), employing about 100 workers.
23. UL. STAISYQtgAYA.
2? UL. E Iv.x G
ELSA .
25. UL. LENINA.
26 . UL. IOLO TOVA .
27. Railroad workers housing.
28. BEREGOVSKOE SHO;SSE.
at j t!
! nesi sbiiic~ticn
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~.ay~yA.._ ~r
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GROUP 1
Excluded from automatic
downgrading and
deriassitication