HIGHWAYS, BRIDGES, AND PASSES IN ARMENIAN SSR

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00046R000500340009-0
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 15
• Document Creation Date: December 27, 2016
• Document Release Date: June 24, 2013
• Sequence Number: 9
• Publication Date: December 8, 1955
• Content Type: REPORT

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Cca
INFORMATION REPORT INFORMATION REPORT
CENTRAL INTELLIGENCE AGENCY
This material contains information affecting the National Defense of the United States within the meaning of the Espionage Laws Tith,
18, U.S.C. Sees. 793 and 794, the transmission or revelation of which in any manner to an unauthorized person is prohibited by law.
COUNTRY
SUBJECT
DATE OF INFO.
PLACE ACQUIRE
DATE ACQUIRED
USSR (Armenian SSR)
Highways, Bridges, and Passes in
Armenian SSR
REPORT NO.
DATE DISTR.
NO. OF PAGES
REQUIREMENT NO.
REFERENCES
SOURCE EVALUATIONS ARE DEFINITIVE. APPRAISAL OF CONTENT IS TENTATIVE.
Eylar (or Elar) (N E 44-38)
Sukhoy Fontan: Available maps show the road passing through Fontan
(N 40-24, E
Akhta (N 40-30, E 44-46)
Sevan (N 40-33, E 44-56)
Golovino (N' 40-43, E 44-51)
SeMesnovskiy Pass (N 40-41, E 4)4-51)
Dilizhan (N 40-45, E 44-52)
Idzhevan (N 40753i E 45-11)
UZuntala -(N 40-59, E 45-15)
For Zenge river read Zanga River -(N 40-33, E 44-58)
Novonikilaevka: Available maps show the road passing through Nikolayevka
(N 40-21, E 41.39)
Page 3, paragraph 2:
Artashat (N 3957 E 44-34)
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STATE
ARMY
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FBI AEC 160 IP )(
(Note; Washington distribution Indicated by "X"; Field distribution by "A" 1
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Davalu (or Ararat) (N 39-50, E 44-42.)
Arazdayan (N 43-38, E 44-46)
Nakhichevan (N 39-121 E 45-25)
Taza Appears on available maps as Tazagyukh N 40-06, E 44-28)0
GyUkh::, poid.
Echmiadzin (N 40-10, E 44-1&)
Markara (N 40-02, E 44-11)
For Dzhafarabad read Dzhafarapat (N 40-03, E.43-56),
Khatunarkh: Available maps Shoot/ a pr*ary road passing to the left of Verkhnly
Khatunark (N 4o-061 E 44-20) ,through urban area at (N 40-06, E 44-17).
Ashtarak (N 40-18, E 44-22)
Talish (N 40-17, E 44-05)
A.
Talin: Available maps showlii014444toad'between Talishland-Mastara,passing
through Verkhniy Talin (N 40-231 E 43-53). Nlzhniy 40-20, E 43-51)
lies southwest of Verkhniy Talini on the Karaburun roadk
Mastara (N 40-27, E 43-53)
Maralik (N 40-34, E 43-52)
Page 4, paragraph 5:
Kasakh River CN 40-181 E 44-22)
Karaburun (N 40-15, E 43-49)
Kirovakan (N 40-48, E 44-30) .
Amzagiman appearik4'4tifitbit414'
Page 51 paragraph 8;
sit,*.'-PotettrIcr,4747"giA1;5
Bol'shiye Kati: Available maps show the primary road between Leninakan and
Kalinino,passing through Ilizhniye Kati (N E 43-51).
Vardagbyur (N 40-581 E 43-54)
Kalinino (N 41-07, E 44-18)
For Krestovskiy Pass read Krestovyy pass (N 42,32, E 44-28).
Page 6, paragraph 10,
Stepanavan (N 41-011 E 44-23)
For Pushinskiy Pass read Pushkinskiy Pass (N 40-54, E 44-26),
For Gerger River read Gergeri River (N 40-57, E 44-26).
For Tumanyan (Kolageran) read Kolagiran (N 40-58, E 44-42).
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Pambak River (N 40-57y E 44-39)
Page 7, paragraph 13:
Goris (N 39-30, E 46-23)
For Angekhaket read Angekhakot (N 39-35, E 45-55),
For Bichanagskiy Pass read Bichenakskiy Pass (N 39-33, E 45-48),
For Sisyan read Sisian (N 39-32, E 46-02)
Kafan (N 39-12, E 46-22)
For Minkzhvan read Nindzhevan (N 39-02, E 46-42).
Page 8, paragraph 2:
Norashen? (N 39-330 E 45-02)
Bazarchay (N 39-35, E 45-45)
For Shaabyz read Shakhbuz (N 39-25, E 45-32)
Dastakert (N 39-23, E 46-02)
2The_fo11owIrg are coordinates and corrected spellings of locations mentioned
Attachment:
For Karaklis read Karakilisa (N 40-43, E 43-49).
For Nizhne Agdzhakshala read Nizhne-Agdzhakala (N 40-20, E 44-01).
For Ranchpar read Ranchar (17 40-02, E 44-22),
For Saranyar read Sarvanlar (N 40-03, E 44-24).
For Sadunchi read Sabunchi (N 39-591 E 44-28),
For Agamzaly read Agamzalu (N 40-03, E 44,28),
For Fiopetovo read Fipletovo (N 40-441 E 44-42),
Comments
1. Ref. page 9, paragraph 2, visevka should probably read vysevki.
2. Ref. Attachment, Karaklis is the same as Kirovakan (N 40-481 E 44-30).
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?CONF/DENTIAL
COUNTRY USSR (A.rmenian SSR)
SUBJECT Highwayso Rqdges and Passes III
Armenian SSR
DATE OF INFORMATION
PLACE ACQUIRED
ISTHIS UNEVALUATED NFQRMAT
REPORT NO.
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DATE DISTR. 26 Oct 1955
NO. OF PAGES 11
REFERENCES:
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Introduction
This report describes the Main' h*gliways and roads of ibe Aritenian' 8SR0
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A. Individual Highways, Bridges and Passes--
".
1. The Yerevan Eylar Sukhoy Fontan 'Akhta Sevan Golovino
Semenovskiy Fess Dilizhan -.Idshevan -,Vsuntala Highway'
The Yerevan, - Uzuntala road is the principal highway of the Armenian
Republic and consists of approximately 180 km of black-top? blend type
road surface having as a foUndatUn the former white construction rook
roadbed. It joine'the AserbaydehOn SSA road net at Uzuntala and leads
to the Georgian Border Road. Tteftraveled.way is eight to ten meters
wide, but on steep turn e the road .widens to 12 to 14.m and in the
villages it narrows 'to six or seven meters. Except. for one 35 to AO m
long, old bridge across the Zenge.river? there are no large road bridges
along' its route. .However, there are eanY small bridges 10 to 13 m
long and many culverts. The worn down portions and holes of the road
are repaired each year, and some portions are resurfaced with a single
or double surfacii.
From 1944 to 1948 an itprognated surface by-paas approximately five
kilometers long and eight meters wide,,was constructed near Akhta. In
1950 construction began on a .ix7kilometer-long, eight.meter-xide by-
pass near Dilizhan 10110 was scheduled for completion in 1953.
a, ?Semenovekiy Pass
The bi..rpass here has a black-top surface built by means of impreg-
nation.. Its width is, eight to ten meters. Along sharp curves,
however9 the width ,Of the road. reaches 12. to 14 m. There are
breast-Walls (const;Upted in 1952) to retain the ground in case of
landslides gauped by 'rain. Txaffio. Moves normally all year round,
From the04ater'of'the:paes toward Dilishan, there are large forests.
b, Snow Conditions
This road is snow-bound from the village of Novonikileovka, located_
approximately 30 km from'Yerevanfu.to the Semenovskiy Passe including
two curves of that portion of the road which leads through the pass.
The remainder of the road to the Georgian Border is not snow-bound,
because of the presence of forests and the nature of the terrain.
Show drifts on the abovewmentioned portions of the road usually
start in Deoember and last until March, depending on the severeness
of tile winter. Along the road snow-ioreens are set up to .hold baCk
the sh0V6 Besides this the snow is cleared from the road by both
mechanical means (tractors, show ploughs) and by manual labor.
'Occasionally certain portions Of the road are closed as a result Of
continuous snow-storms, which may last from ohe'ireek to 10 days.
Generally speaking, this road is always open to vehicular traffic:
0. Bridges
The bridge across the Zang& River on the Yerevan - Diliehan road
at the outskirts of the regional center, Bevan, has a length of
about 35 to 50 n. Its width is about six meters. The bridge
supports are of stone. The superstructure is wooden. The nature of
the road bearer construction and the weight capacity are unknown.
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2. Yerevan - Artashat Davalu Arazdayan Nakhichevan AzerbsAshan Border
Highway
The length of the highway is about 70 km, the width of the traveled way is
generally six meters, and in rare instances up to eight meters. It has a
black-top impregnated surface. There are no large bridges along its
route; but there are small bridges and culverts not longer than eight to
ten meters. These bridges are of stone and the culverts are of concrete.
In 1951 a two kilometer by-pass was constructed near the village of
Akhamzal. This by-pass is eight Meters wide and of the impregnated type.
Holes are repaired annually by the single-or double-surfacing process.
Such repairs took place in 1947 77.194S near'ArazdaYanAnd in 1950 - 1952
near Davalu?- Ax?4shat; and ale(5?intheHTaza'7 Gyukh -.Yerevan portion.
(These were large scalezepairs.) This road is not snowbound and is not
subject to winter maintenance in:viewof terrain conditions.
3. The Yerevan - Echtiadzin - Marker& Turkish Border Highway
This highway is about 50 to 60 km in length. The width of the traveled
way is generally six meters and in some places up to eight meters. For
seven kilometers from Yerevan to Dzhafarabad it has an asphalt-reinforced
surface over a former white-construction-rock roadbed. In 1951 a one kilo-
meter portion of the road near the Agyr - Gel lake region was leveled and a
concrete-reinforced, 10 m long bridge constructed. Along the remainder of
the route are small bridges and culverts, constructed long ago. ,Chuck hole
repairs are accomplished annually. In 1948-1952 the route was subjected
to,a single- and double-surfacing repair job for a 32 to 35 km stretch.
Thts road, is not snow-bound and is not subject to winter maintenance.
The bridge near the Lake Agir - Gel on the Yerevan-Echmiadmin-Markara Road
is constructed of reinforced concrete. The bridge supports are of stone.
The length of the bridge is 10 to 12 m? its width six to seven meters. Its
weight capacity is 60 tons.
Echmiadzin - Khatunarkh Turkish Border Road
The length of this highway is no more than 35 km (source personally was
never on this road). Its assumed width is mostly six meters but in places
it is wider. For 20 km from Eohmiadzin the surface is of the black-top
?blend" type. The remainder of the road to the Turkish border is of gravel.
This road was very slowly constructed from 1946 to 1952 at a rate of 3 to
3i km annually. This road is not snow-bound and is not subject to winter
maintenance,
5. Yerevan - Eohmiadzin - Ashtarak - Talin Maptara - Mkralik -
Leninakhan Fork of Road
This route is about 150 km long. The width of the traveled way is six to
eight meters. From Yerevan to Talin (about 100 km) the route is of the
black-top *blend" type. From Leninakhan to Maralik (10 to 15 km) it was
a White road metal surface. Thersmainder of the route is a dirt road with
a badly-damaged surface (1952). It was planned to construct in 1953e. 25
to 30 km length of black-top *blend" type surface-9 with construction start-
ing at the same time from both Talin and Leninakhan, and then to complete
the vsmaining portion in 1954. From 1946 to 1952 a 35 to 38 km length of
black-top was laid from Talish to Talin at the rate of five to six kilo-
metervennually. In 1951-1952 a concrete-reinforced bridge 16 to 18 m
long and 8 meters wide was constructed in the Aynalu ravine. During the
sama time two other concrete-reinforced bridges 14 m long were constructed
along the route between the Aynalu ravine and Talin.
Damaged portions of the route are repaired annually; as needed; by repair-
ing the chuck-holes by resurfacing. In 1950 survey work was done in the
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Ashtarik? region i to 2 km below the present one-way stone bridge across
the Kasakh River, in an effort to. find a new site for a large concrete-
reinforced bridge. The bridge is expected to .be about 140 to 160 m long
and 6 m wide. The traveled way of the bridge is expected to be .70 .m over
'04e surface of the river. In 1951 - 1952 work was already started on the
shore and center caissons as well as on the approaches.
how far construction or this bridge had progressed
19>4 but thought it highly possible that it was then in use or was
Snow and Snow Removal
This road is not open during 1?inter* Itiscloiged until late spring
(from Talin) because of heaVyorp:A4 and snow-drifts. The portion of
the road stretching apprOxi4t04.:ItOlLthe village or wish to almost
Leninakhan is snow-bound because of the nature.Ofthe terrain. Approxi-
mately from the middle ofDicOmber to the end of KarOh? vehicular traffic
on this portion of the road is interrupted and the road closed. This ?
portion of the road is not subject to winter maintenance, and the snow
is not cleared off.
Bridge Across Kasakh River
This bridge, near the regional center of Asir is constructed of
reinforced-concrete with three spans. The length of the bridge is
140 to 160 a, its width six meters. The bridge supports are also of
reinforced-goncrete, of a basalt type. Its weight capacity is not less?
than 60 tons.
c. Three Bridges
There are three bridges on the Ashtarak Talin Highway. Their lengths
are from 14 to 18 m and the width of their traveled ways 6 m. Their
construction is of reinfOrced-conorete. The bridge supports are of
stone and the weight capacity not less than 60 tons.
6. Talin - Karaburun Railroad Station Roadway
This road,is about 22 to 25 km long and six to seven 'Meters wide. In 1952
it was a badly damaged white road-metal surface road. Chuck holempairs
and sanding are done annually. It has no large bridges. Because of snow
the road is almost continuously closed from the middle of December to the
beginning of March. This road is not subject to snow-clearing and winter
maintenance for the benefit of vehicular traffic. The regional center of
Talin and the railroad station of Karaburun are constantly linked by cart
transport and occasionally, if weather permits it, by automobile transport,
7. Kirovakan - Amsagiman - Dilishan Road
Thia road is 50 km long. The traveled way is about six meters wide in most
places but occasionally goes up to eight meters in width. The surfacing
is as follows. From Kirovakan for 13 km, it is asphalt-reinforced. From
.this point to Amaagiman it is of a black-top simpregnatedn type. From
Amsagiman to Dilishan the .route has a white road-metal surface. The asphalt.
reinforced portion wasconstruoted in 1950 - 1951, from six to seven kilo-
meters annually, while the 12 km stretch of black-top to Ameagiman was built
in 1952. In 1951-1952 the road was widened and stone bulwarks constructed
at curves from Amsagiman to Dilishan. In 1952 the former small bridges
were widened along the 13 km asphalt-reinforced portion. Generally speaking
the road does not become snow-bound except for isolated portions for short
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periods when heavy snow storms occur. In general, however, there are no
snow-drifts in view of the presence of large forests and because of the
local terrain. Isolated snow-bound portions of the road are cleared by
hand and occasionally by mechanical means. During the winter this road
generally remains open to automobile transport. Snow clearing on this road
starts in December and lasts approximately until the Middle of March,
An Armewian Ushosdor plan for 1953-1954 had projected surfacing the remain-
der of the route with an impregnated surface,
8. Kirovakan Dzhadzhurskiy Pass - Leninakhan Road
This route is about 70 km long and the traveled way is about six to eight
meters wide. It has impregnated-type, blaCk-top portions from Kirovakan
to the Dzhadzhurskiy Pass. Other portions are of the double 'blend type.
From the pass to Leninakhan the rotate has a white construction rock surface.
In 1949-1950 the 10 to 12 km stretch from Leninakhan to the pass was sur-
faced with road metal. In 1951,-1952 the completely worn portions of the
black-top were completely resurfaced by the "blend" type method. 'Construc-
tion was 3ir to 4 km annua4iy as far as could be reaalled
Chuck hole repairs are made rather systematically. There are no large
bridges along the route. Former eMall bridges and culverts are being
reconstructed and widenosd. The road is subjected to heLvy snov faLie and
is ano-bound, especially tt the. Dahadzhurskiy Pals.
a, Snow and Snow Removal
On some portions of the road there are heavy snow drifte which are
cleared by tractor-drawa snow ploTAghs and by hand. Snow clearing on
thie road ueual7y starts at the beginning of December and continues
until the end of March. 0:oasiona1ly, in view of incessant snow-storms,
oertain portions of the road, especially in the pass area, are cleared
for 10 to 1$ days. Along heavily snow-bound portienem snow-screens aro
set up to hold back the snow.
D. Dzhadshurekiy Pass
This is a white road-metal highway, The width of the traveled way is
about six to eight meters. Along curve, the width of the roadmaohee
10 m. During the winter automobile traffic is difficult duo to heavy
snow-drifts. During the remainder of the year automobile traffic
proceeds at moderate speed. This is the coldest part of Armenia.
Leninakan - Boltshiye Kati - Vardagbytar - Kalinin? Road
This route is about 75 km long and the traveled way is six to seven meters
wide. A five kilometer stretch from Leninakhan was surfaced with a asphalt-
reinforced surface in 19504951, The road for 50 to 52 km from this point
has a white, road-metal surface, while the remainder of the route is a dirt
road tap to a point 15 km from Kalinin?. The last 15 km are of the white,
road-metal type. A white, road-metal surface was planned for the dirt por-
tion in 1953. The former white, road-metal surface was laid in 1950-1952,
at the rate of 16 to 18 km annually.
There are no large bridges alone the route. The small bridges and culverts
were being systematically reconstructed and widened. This road becomes
heavily snow bound and the 40 km stretch from Leninakan to the regional
center of Kalinino is usually heavily snow-bound, especially near the
Krestovskiy Pass. This road is not subjected to winter maintenance and
remains closed from the middle of December to the end of March. The,
portion of the road in the pass region is often olosed until the middle
of April. There was no mechanical snow removal.
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10. Stepanavan Pushinskiy Pass Road and the Kirovakan - Leninakan Road Fork
The length of this route is 45 to 50 km and the width of the traveled way
is six to eight meters. The surface from Stepanavan for six kilometers
is black-top and was constructed from 1950 to 1951 by double surfacing
over a white highway at an annual rate of three kilometers. The remainder
of the road is of the white, road-metal surface type, although the portion
of the road leading over the pass is partly of the dirt road and gravel
type. From 1948 to 1952 badly-worn portions of the road were replaced by
white highway constructed at an annual rate of five to six kilometers.
Across the Gerger River there is a 35 to 40 in long bridge. The bridge
support is of stone but the superstructure is wooden. In 1953-1954 the
bridge was supposed to widened and rebuilt. There are small bridges and
culverts up to six to eight meters long. The road is subject to being
snow bound; especially in the Pushinskiy Pass region. Winter maintenance
and snow clearing by mechanical and manual means are performed from the
beginning of Dedember to the middle of March (middle of March in the pass?
region). During heavy snow-storms the road, especially in the pass region,
remains closed for 7 to 10 days. Generally speaking; every effort is made
to keep the road open to automobile transport*
a, Pushinckiy Pass
This is a white, road metal highway with occasional sections of dirt
road. The width of the traveled way is six meters, but along sharp
curves it reaches 8 to 10 in. Automobile transport and traffic proceeds
at moderate speed. Heavy snow drifts make automobile traffic difficult
during the winter.
b. Bridge Across Gerger River
This bridge crosses the Gerger river on the Stepanavan - Kirovakan
Highway; has a length of about 35 to 40 in, a width of six meters. The
bridge supports are of stone, the superstructure of wood. The weight
capacity of this bridge is unknown.
11. Road from the Tumanyan (Kolageran) Railroad Station to the Stepanavan -
Pushinskiy Pass
The length of the route is about 35 km; while the width of the traveled
way is from six to eight meters. It has a white, road metal surface.
Heavily worn portions were repaired in 1950-1952 at the rate of six to
eight kilometers annually. Chuck-holes are repaired systematically. In
1950-1951 a steel bridge (girders were made in Kiev) was constructed at
Tumanyan across the. Devbet River. The width of the traveled way of the
bridge is six meters and the length 60 in. It is 10 in above the river
surface. The remaining bridges id culverts are small, not over eight
meters long. The road does not become snow-bound and is not subject to
winter maintenance. Occasionally, in the event that there are heavy
snowfalls; the road is cleared manually.
a. Bridge Across Pambak River
This bridge crosses the Pambak river on the Stepanavan Tumanyan
(Kolageran) Railroad Station Highway, has a length of about 60 m. Its
width is six meters. The bridge supports are of stone and the weight
capacity not less than 60 tons. The girders are of metal and the
superstructure of reinforced-concrete.
12. Stepanavan - Kalinin? - Georgian Border Road
The length of the route is about 45 km, while the width of the traveled
way is six to eight meters. The surface is of white road metal which was
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laid in 1948 - 1951 and really consisted of reptiring the former road
surface. From that time there have been syptematio repairs of chuck holes.
There are no large bridges along the route. The present small bridges
and-calverts Were reconstructed in 1951-1952e The road from the regional
center of Kalinino to the'Georgian:border becomes snow-.bound and is not
subjected to snow clearing. This portion ef the road is therefore often .
eloeed te automobile traffic from earleeDecember to the end of March. -
13. Gone - Angekhaket Bichenagekiy pees (through which pass the Armenian and
Azerbeedzhen border roads) ?
The length ofthis route is about 70 kna the width of the traveled wey
about six to eight meters. Seventy pereent of the route has e white, road..
metal surface, while the remaining 30 percent near the peas has a dirt
earfacee Each year the road is widened and repaired. It was planned to
lay a white, road-metal surface in the pass area in 1953-1954. The present
white, road-metal surface was laid In 1946-1952 at an average of seven to
eight kilometers annually. The river at the base of the pees is crossed
by a 25 te 30 m long bridge, having a traveled way six meters wide.. The
name of the river as well as the type of bridge are unknown. The remaiadete
of the bridges along the rout, are no longer than six to eight Miters.' The
road is heaelly now blocked, eopeeially in the pass' area. From the middle
of November to April the road is kept Olean and maintained by both mechenie.
cal and manual. maane. As a result of heavy and continuous snow-stOrms the
peeve section of the road is often closed for 10 to 15 days.
a. Bichanagokiy Pass
This is a dirt road. Occasionally there are gravel portions. The
width of the road is six .to eeven meters, but along sharp curves the
width reaches 10 m. During, the period of heavy rainfalls,. ruts' are
formed Which render automobile transport difficult. During the winter:.
automobile traffic is aktramelydifficult due to heavy .snow drifts..
Daring. the remainder of the year automobile: traffic proceeds at
moderate speed. Generally speaking the peas it in poor dondition for
automobile traffic.
Bridge near Anehekhtkot
The bridge on the Gone - Bichtnagakiy ?toe Highway is located not
?faritom the village of Anehekhakot. The length of this bridge is about
33 to 40 nip its width six Meters. Bridge supports are possibly of
stone, and the upperstrearture of wood.-. .The weight capacity is unknown.
Goris -.Azerbeldzhen Border Road
The length of the route .is about 30 to 35 km; the width of the traveled
way is in most spots six meters but wider in. others. The surface is of
white road metal, which was subjected to a basic repair and reconstruation
job in 1949-1952. From that time on it was subjected to systematio chuck-
hole repairs. There are no large bridges Along the route. In 1952 road
curves were widened.. The routs is not snow-bound and is not subjected
to snow clearing.
14.
B. Road Net of Yerevan and Zangezyrom
The city of Yerevan is linked with Zangesyrom (Gorier Sisyan :and Kafan
region) by three basic mean e of communications .
le Road over Kafan
It is necessary to go by the Yerevan-Baku Railway to the Ninkshvan Station,
and from there by train to the city of Kean, arid from Kafan by the Kean-
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Goris-Sisyan Highway. A portion of this road, especially between Reim
otnd Goris, only infrequently is snow bound and is used during practically
the entire year. The route is about 60 km long-. --The relief of the area
makes this route difficult to travel.
Road over Uzbek
The second linX ia the Terevan Artastat - Loresten - .azbe Ial -
/iamarchay - Anchelthaot - Zonis ilgtmay. Me mute from Norasben to .corIzi
is of the white: road-metal twpt-i, 'zat bladk-top frqm Lemma. to Norashenw
The relief is rugged There are Arveral pass sxsas that mere cleesa durlw
the winter. YaUcular trafftc ceased from tbe e4d. of 1Ovember to the end
of 40r1;., 1VAAMPe be: IS 110 wiLter 041-4re&glx*v
t)ad over IT4hiChevar
tle ihiri iini is tTe Yerevals .rAntashe.t iforaslate Nakbicil eaahy4
Biohanagskiy Pass Angekhakot Goris Righway. Ti t is Oft e kao .t0p
type from Nakhlohevan to Gorie0 for he most parts of this the road.
metal type. There are also short stretches of gravel or dirt roads, The
ishera1 relief of the roadway, exOept for the Biohanagekiy Pass, is of a
lose rugged nature. The pass used to be closed fromthe and of November
to the end Of March because of heavy snow-falls and drifts. The road is
subject to winter maintenance as well as both mechanical and hand snow
removal operations, It must betaken into account that this road is the
main roadway between Yerevan and Gori.
4. Bichanagskiy Pass Improvements
Starting in 1949 the Soviet government began to pay particular attention
to the condition of the Bichanagskiy Pass. In the Summer of 1949 the
side bulwarks of the, pass were strenghtened and in some 'spots also widened.
The ArMenian Ushoedor received orders to keep the pass free Of snow. drifts.
From that time snow removal Was accomplished with the aid of snowplow
and bulldozers. According to rumors floating around, the reason for thy
Sudden attention to the pass was linked to the rumored discovery of uranium
ore in the Sisyan (Armenia) region. There were no facts to indicate the
veracity of these rumors, and they are therefore related strictly as hear-
say statements. However, it isknewn specifically that since 1945 mines
have been constructed near Destakert, the Sisyan region for the mining
of molybdenum (metal used to produce high quality steel). This construc.
tion was highly successful and the yield has progressed year by year. It
seems that the construction of an airfield in the Sisyan region has much
in common with these operations.
O. Methods of .Highway Conetructiov (source described Soviet road-making processes
as follows):
.1. Asphalt and Concrete
The subgrade with appropriate road profile and euvettes (drainage) is ini-
tially laid. The subgrade is subjected to heavy rolling by 10 to 12 ton
rollers. The rolling is followed by laying a 10 to 12 cm layer of sand and
then an 8 to 12 cm layer of cobblestone or coarse, hard rock, which in
turn is heavy rolled. On top Of this rock layer a four-oentimer filler
layer of road-metal is added and the heavy rolling is repeated. Now be-
gins the construction of the five to seven centimeter bottom layer of asphal-
tic concrete, which is steam-rolled by 10 to 14 ton. rollers. The top.
layer of asphaltic concrete is very fine and three to four centimeters
thick. It is laid and rolled by five- to eight ton rollers, preferably
double ones. This is followed by a very thin layer (up to .2 cm) of sand,
and the subgrade is ready for use.
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If this asphaltic concrete surfacing is applied to old roads which have a
hard subgrade, the surface is first leveled, carefully cleaned Of obstruct-
ing dust and debris by mechanical rotary brushes, and than the asphalt
reinforced surfacing is applied as described above.
2. Impregnation
The subgrade and the road bed are prepared in the same manner a* above.
Following this a 10 to 12 cm layer of very coarse road-metal is laid and
subjected to heavy rolling by heavy rollers. Asphalt (grade two or three)
heated to 140 - 160 degrees centigrade in rotating mixer-carriers is poured
over the entire traveled way of the road. After the asphalt soaks into
the ooarse road-metal layer, another six to eight centimeter layer of fine
road-metal is added and subjected to heavy rolling. Following this. portion
ofthe construction a second layer of hot asphalt, of the same temperature,
is poured. After this soaks into the, surface a four centimeter layer of
very fine road-metal (visevka) is added and rolled by light-weight five
to eight ton rollers. A. third coating of asphalt is poured, and then
covered by a 11 to 2 am layer of sand (preferably coarse-grained sand).
A final rolling of the surface, by means of light rollers, completes: the
process, and the road is ready for use. This type of road belong, to the
liblaok-top'" variety.
During the .sr this type of road requires systematic care since the
asphalt tends to *sweats that is, it risee to the surface of the road. In
these instances it is necessary to sand them in time. From the standpoint
of durability and solidity, this type of road is second to the asphaltic-
concrete type in the *black-top* class.
Blending
The subgrade and the roadbed are prepared in the same manner as the
asphalt-concrete type. The hard roadbed is covered with gravel so that
it forms a 10 to 12 cm layer when mixed together with the asphalt. Gravel
is unloaded along the entire length of the road. A pit is made in the
gravel,Pilis into which liquid asphalt is to be poured. Carriers truck
in the cold, liquid asphalt and pour it into the pit all along the latter's
length. The gravel and asphalt are mixed by means of towed graders until
a finished mass is produced. The graders then push this onto the surface
of the traveled way of the road. This layer is rolled by heavy rollers
and the road is ready for use. This type of construction is also of the
*black-top* class. It is not as durable, and it is damaged in a compara-
tively short time when subjected to intense vehicular traffic.
?
Double Surfacing Process
This type of road covering is applied only to impregnated or asphaltic
concrete type black-tops. On heavily worn portions of these types of roads
a four to six centimeter layer of fine road-metal rock is strewn, rolled
with heavy rollers, and covered with hot asphalt (grade two or three) at
a temperature of 140 to 160 C. The hot asphalt then soaks into the road-
metal. This surface is then covered with a three to four centimeter layer
of much finer road-metal and rolled by light rollers. On top of this
rolled surface, asphalt of the same type and temperature as above is poured.
As soon as it soaks into the road-metal it is covered with a to 2 cm
sand layer and rolled by light rollers. A road repaired by this method
requiree. close care for the first two years, especially in the summer when
the hot sun cuases it to *sweat".
5. Single-Surfacing Process
This type of road covering is applied to black-top roads with the exception
of those constructed by the ?blending" method. The degree of wear and tear
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on a reconditioned road must not be too great. The worn portion of the
road is covered by a four to five centimeter layer of road-metal, which is
rolled by light rollers and then covered by asphalt (grade 2 or 3), heated
to 140, to 160 degrees centigrade. After impregnation by the asphalt, the
surface is covered by a 14 to 2 cm layer of sand and again rolled by means
of light rollers. This type of road also requires timely care with the
arrival of the summer heat.
6. White Road-Metal Highways
The subgrade and the roadbed are prepared in the same manner as in the
previous oases. The roadbed is then covered with a 12 to 16 cm layerof
coarse road-metal and heavy rolled, After the first rolling a threato
four centimeter layer of very fine road-metal is added to the surface.
The rolling in repeated with a simultaneous soaking by water. The last step
of this construction consists of adding a 14 to 2 cm layer of coarse sand,
followed by a light rolling.
7. Cobblestone Roads
A 14 to 16 cm layer of sand is added to a finished roadbed. The cobble-
stone surface is then put down by hammering individual cobblestones into
place. A filler layer of 14 to 2 cm of sand is added after the laying of
the cobblestones and then heavy rolled. A 2 to 24 am layer of coarse sand
is added and subjected to a final heavy rolling. In recent years this
obsolete type of road construction in the USSR has not been used.
8. Dirt Roads
After construction of the subgrade and road profile, the surface is,, heavy
rolled. Uneven spots are then filled in with dirt and the rolling is
repeated. As a rule dirt roads are used only during the dry summer periods
since atmospheric precipitations makes them quickly rutted and unusable in
other seasons. These roads can only be considered as temporary ones and
aro unsuitable for year-round vehicular traffic.
There are no roads with concrete sub-bases in Armenia. /t is believed
that their construction is too expensive. The construction principles of
such roads are unknown (to source), At the present time concrete roads,
which constitute the best and most lasting type, are not being bUilt.
9. Proportions of Highway Types
various types of
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by the Directorate
the appropriate percentages of the
surface for those Armenian roads which were maintained
of Main Highways of Armenia were as follows:
Asphalt-concrete roads:
34%
Black-top roads:
574%
White, road-metal highways:
30.0%
Dirt roadal
900%
p. Miscellaneous Highway Information
1. Significance of By-Passes
By-passes along existing automobile highways are built for the following
reasons:
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On road sections where there are landslides along steep hills) causing
a constant destruction of the roadbed, by-passes offer a substitute road
profile less dangerous to traffic. Landslides increase in proportion to
the amount of freight traffic and traffic intensity. In such cases by-
passes are built to lessen the intensity of automobile transport and as
much as possible to reduce landslides.
Along portions of highways where there are centers of population with
narrow streets impeding the normal flow of automobile traffic, by-passes
are built around such populated places. This insures a normal and constant
flow of traffic.
In spots where there are sharp curves along the highway exposing cars to
the danger of overturning and forcing them to reduce their speed, by-passes
are built to counteract such dangers and &Void automobile accidents.
In general the purpose of building by-passes is to insure normal fast and
safe automobile transport along the roads.
1.
2.
Annexes:
Annex A
Comment;
Comment:
l
the organization and equipment
or tn. Highway irectorate.
Highways and roads not serviced by Ishosdor
were not known and, therefore, not
included.
Sk2tch of the Highways of Armenia Serviced by
osdor.41
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