THE YUGOSLAV RAILWAY SYSTEM

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00457R003800130001-9
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 11
• Document Creation Date: December 20, 2016
• Document Release Date: January 31, 2006
• Sequence Number: 1
• Publication Date: October 6, 1949
• Content Type: REPORT

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CLASSIFICATION -re ?-`,1,11 ?L" 4
(siaele.
'1 Yuos1ev ;JAIlwav
PLACE OBTAINED
OATE OBTAINED
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REFERENCES
PAGFS 9 ENCLOSURES
REMARKS__
(NO, /:;;: TYPE) ,
REPORT
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_DATE PREPARED ei October 1949
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RETUMin
molunap*4.4??
*11.01=11M1.1?110.11=0.1?000
The attached chart of the network of Yu7oslav RN lines 10
besed on tkee erraluation of all available reeords, summariein7
a nuAber of previous reports * which deal in detail with tne
individual RR lines of the country (see .Annex Generally,
the following remarlia on the luioeelav railway system elay be
made,
Net of the hailroad Lines
25X1 a, historleal and_kolitical_factorse The structure of the
Yugediav railway s7stem ma's shaped by the historical develop-
lient of this state founded after ti.orld .v.41r 1 and by the 706-
grepLica1 conditions of the country,
in those districts of the country formerly part of imperial
Austria the censtruction of lines Wee desimed to suit
orae Austro-auhearian interests, and so these lines ha6
Little or no cornection with ht lines In Serbia, acebonle,
and :kynteneeTo, whl_eh at that tie, already enjoyed indepon-
eance. One of the main tasks of the newly establiehed state
was therefore to inteerate the railway nets of the various
provinces formii-ve the new state. This was a slow process,
for only 1,100 km of new fi-;:; lines were constructed.froei 1918
to 1940, The prolone;ed occupation of the country' (fro; 1941
to 1944) by Jermanye aria Bi aria interrupted this inte-
gration of the railway syste.:1, althoueh eiuch was done in the
fiel6 of railroac, construction work &urine that period by the
various occupation powers. After the German, surrender, when
the independence of the country was restored within her former
borders, which were extended to lhelude former itsliee, and
Aestrian territory, the Tito rel,me reeumed the work of uni-
fying the Yuef.oslav railway nee. Considerable results were
achieved throueh enormous effort. ieroe: 1946 to 1948, not only
were the considerable war damaees repaired but 1,000-km of
new ft-ii lines were also built, an.erfort which rouehly core
responds to the 22-.eear achievement of prewar Yae.,0slavia.
Pathouh this result, which was pushed for propweanda reesons,-
Wee frequently reached at the wxpense of tbe quthty of the
work perforeled it 1S neverthelene rearkable.
pONFIDENTIAL
MA/ ION
This document is hereby regraded to
CONFIDENTIAL in accordance with the
totter of 18 October 1978 from the
D:rector of Central Intelligence to the
Archlvist of the United States.
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b0 esce;raphicel conditions: Peeart fron political ano histo-
ricer :a tole, it le chs,eIly t,e eo,napnleal condition that
influenced the structure of the Yu ?slay network of railways,
forcine the lines in ecrteln cirectiona, and sieultaneolisly
li_itine rallroue construction project% line open tevrain of
northern Yu oslavie favors cast-wat transit traffic and per
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sits the construction o: nueierous locel he lines. The zone
of riven easins in eastern Qereia end acedonia ( orava and
var(er valley) offeree tacilities for the construction of hR
con:ections to the east (keel eria end 2urkey) an south ( 7reoeei
Thus, the rsonet Leeortant connection of tne country, that
fro Le (A ) via :,760 le/3, (en, Th_ol'k.), nieNVO, IN, L311 to
SOilA, ano UJ fr, LAPGVO vie *AISte or AnALJgV0
SiTOL.Th to &aLCI;lee, followu a ceerse su,ested b natural
terPain leatures. The eLountalnous center of the country between
these open river valley, the "nliaric neeion", mane the
cn-
struction of a continuous railway net ver-e difficult. This
re 1.on is tnerefore poor in hh 11 es. ac :ev Entistim; liees
are narrow- auee lines (760?no) of very 11 it'd loa6 capacity,
frequently blocked in winter or aft ir bad ,eather. I'ney do
not represent adequtto feeder linee to and '.'noei the Adriatic
sea ports. This barrier separatir see arm inland traffic con-
etitutes the basic vnakness d the Yu oslav traffic syste..
I'?e efforts of tie Nee -oslav ovesnelent to cvercoee this weak-
nesf, will be dealt with in ceteil in section 2 of this study
("Construction fia-1s').
o. ietwork of railvays: erior to ;Norld 'aar ii, the Yneonlav
railway net amountce to 9,6'50 two thirds of which WAS sten-
derd-eaue, the reelainder narrow-eauge lines of 76O eve, and
se,seti.es ale? of 5C0 ni (in the eeea of 31W-14-JE), ihe bulk of
the Le liees wes sic .le tracl:ee. AS to its type of constructior.
an& its mintonarce it only pertly correeeonden to.Oentral
'nuropean standards. Ale suberede was lifeheer, the rails L,:led
env() not so heavy, and autoeitic eafets ane eineal instellations
were avalloblo only on trunk lines. ehe utilization of the
sir brake for fretht trains yes not _Jade coeleelsory on trnnk
flees before 104,9, she capoolties of ne Ile stations ars
lines une therefore inferior, for example, to thet of corres-
pondin Jerean 'tor this reason the -,:lersene, durisie
orlc.Vt.lr II, devoted more attention to the eelprovvellent of
esti' lines 'Loan to the construction of. net linos in accor-
dance ve!.th -nets elliteyy and econosic intereste. l'erin the
:EveLan retreat in 3..4.4/45 the at. installations sufereci. me4or
daea7ee Learly Z3 7ercent of the R lines ane 53 ercont of
the brielnes with spans ot:er m lwere destroyed or laelaeed. By
a ruthless essployment of fits and of tOLe, civilian populatioo,
above all the youth,. ieost of the war daimee was repaired and
new Fse 1?res wereqbnstrueted, beine eonverted fro: narrow to
standard eaus:e.
Late in 194fe Nueoslavia had. a trackaee of 10,(190 ki, leecluding
the newle acquired Austrien and itelian districts (see?Annex 1).
AS pbilitec ont in pare 1 b., the ratlway net has its .retest
density in the open notth ano southeset, the or LOLJANA-
'S.e.ELS-,eLiAllALL-Liti;OVO-141SIS or LeAis3-3LOPL,TE transit line
beinq the backbone ? of tne raltlway syeteen Teis line has e
erect ?carryin capacity oecause larsc seetiona of it are douWa
traeked (eeelse Or ,U,Le.TInee NOVSKA-LLGALL, VELIKA
PLA.Ok-LA?teCV0 sections); others, such astt,ose between ZAoliEB
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and L. ex Velill'tA LA140?) end SA(VIZE, Vi%LES
ane tne Jreek border., nay be considerec as such due to the
existence ol tc) sin le-track lines runnin separate y. The
northern part ce' tne country is rich in sin le-track lecal
J,A tines aleo establishie con ectiene viLn fain ,ary ace nor-
thern ice ,ania. TI-e connection to 4.)nL,ar..'a is established
k) onl.;; one sin le-trackeo but well equipped line runnin.;,?;
floa niSI; to Two sin? le-track RI( 1ine, lichich branch
out at vitUS, leadin, to en_teclni.K.I. via cKV)hhiJ and kh
coestitut the cobceetions with ,3reece. There is no AX
connection leIth L1.1c_ri la. Construction plans in tis direc-
tion have proLnely been shelved due to the present political
sltuation. in tn "Linaric 5.ex1on" leedin:' to the Adriatic
sea, only two 101 lines are of in' ortance, viz.:
(1) fne sin-le-tracg standard- auc1 line conoectin the
area of ,,,e-n.C1.5 (ACbn with the 1, portent i,nriatic ports of
SLjhend 1;.VLIT (,eAnATC), wl..lch in 19413 WRR considerabl
',proven ei t e ccwstruction tx,e, stsndao-este c
? line (o-celle6 "tine .c.l.ne") (see previous reports **).
(r4) fine sin leetrack llne LO0j-SJ.M.)-_OSTA to LUIROVNI
(A..11SA) with a. branch line leadinn to the nort of efAcA in
the west. This formerl narrow-auee line (760 mm), which
oril_nated in S1OVCc;h0L, wan partly eonverteo into a stan-
dard :a12e line in 1947, (section fro. Loma to SAUAJINVO) and
simiteneously extended in the north beyond LOBOJ as far as
31; AC-, which Dor serves as its startinnpoint (another re-
Dort ***), Its southern half, still narrow-auc'e track, is
still furthernrestricted in Its Illportance by the existence
of a rack railway section lc etreen IYAD1A and 1101WIC, south
of SARAJEVO, where this line has tc overcome a steep grade
about 15 Wci ion:.
All the major YUt-,oslav -nn lines, as far as reliable record
were -available, are dealt with in etail in other renorta.*''
2. Construction Plans
After repair of aajor war naLlate, the Tito Uovernment, wlth
all the clan of authoritarian reticiee, be:an inprovinn the
existent railway net throuh a larscale construction, pro
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gran or cony: rsion of narrow-naute lines to standard ,auce,
peyin e little re-o:ec to costs and econcay. The work was
pu&c.e& by ruthlese class emnlowent of civilian labor bri-
t'ades, nosti-dT juveniles, political?creternees, an( Pl.s.
Since the work perforicen was very often of poor qutlity,
thbrouh overhaulinc of saizJa of the netly constructed lines
was neceseary shortly after they wEnce opened ae construc-
tion pro ran is based on military and econaaic considerations,
the chief aleis he in. the echtevement of a greater net den-
sity in the "Linaric Le4on", inprovement of the It'n'connee
tions to the Adriatic Sea, the creation of strategic lines
alont: the corders, ane the reenvri of operational bottlenecks.
Since the end of the wen, the followin- lines have been
constructed, converted to standard eaue, or are still under
construction.
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a.SA:IAC -? SARAJEVO line (length 240 kw): Partly newly constr4c.-
terTtra standard- .au7e ne,tTi converted fro al narrow to
stanCard eau. a. The soal is the construction of a line to the
flariatic Sea surpaasina the capacity of the previously exis-
tent linen. Its eventual extension to the Lerla tic Bea is pro
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u. ;A:CVICal line (lenath 90 kw): Sinale-track
stantard-aauae line servins as an .interconnection of two exis-
tent lines and openin up the
ind us t ri al re ion.
c. BINAC KIN line (lenasth, 112 kai): Sinle-track standard-
auae ne, suppleatent na what wa-s?r7Raerly the only standard-
;:,auae connection to the Adriatic Sta. It established a rail- -
roar connection between the .-rain producina asins of VOJVCD1NA,
POSAULA, VOLRAVINA and tae Adriatic ports of SIBalic. and SPLIT..
It is of equal military and econosic Lsportance
d - T 0 altAD ( POD JOEICA LliEt1_119pLlh40_11111: Newly
constructed as a sin a e-track narirerlairer(Tntr7dia) with
a roadbec permitttna the layin of e standard-auge track,
interconnectin two previously existent narrow-:.auae lines,
also of 700 alai aliae. it is the only line in this area (the
foraler :ontenearo) am: therefore of economic, political, and
military importance. its intended extension into Albania will
hareay be carriee oat in the foreseeable future due to the riaina
politicel tension between the two states.
e. SW3ACaaiiILJACA (lensth, 54 ken):.Conversion of the
narrow- ,.aure line (-175-77T- t o standard .au_e; probably of orea
dominantla ilanortance since it was built by army uris,
f. alTMIJA PIAZT line (lenath 5n km): Newly construc-
ted sirarle-traca standard-sau7-rine, branchina off frola the FEC4
aOSOVO linc . in the.i.irection of Albania, followina the
Lrave" valley to the south. Orisinally, it was to run as for
as ICtIaMaa Atbania, a 9sal which had to be teraporarily abandoned
aecauee. ca;: pelitical reasons. Thf.s pnvject is of economic im-
portance inasmuch 4s- it opene up the isaport:nt .2kaPaa mining
district, but its political and military laportance must not oe
overloaaked
q. AI.J.LISI; LICA. - : Newly construc-
ted sin e-track s shin a valuable
cross-connection between the two sinalc track sections of tae
aLain throu,ah line from 131aaJaALL via LaPOVO and NISH oraaaajEVO-,
to .SKOPaJE
h. 0.40PLJE TaTOW aOSTI'Vala liftc_ilsIllt60_1.5LI): Conver-
sion oP a previousl y naleaovaoaa .7e 1-6-06.---liaii-f-o?,Standari
gauge, runnins olona the eastern boreer of- Albania, therefore ?
predoslinant stratealc ianortance. Possibly the conversion of
the re filnira narrow-"au-:c section as far as OLKIL will be effec-
25X1 ted later on
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i..S11.7AS01,0 - STIP line (lew!t121, 70 Issi); 'elsly constructed
sinAT-track stem-sere-790 e lioe conoectin the eartern branch
of tne? trux..X lino with the spur line lesdino to
the no arl.en frontier krcbably constructed with toe view
of essin:: to e traffic burden of the n40PojEh iurotwsn it
. is olso of Anlitaoy loportance
j. AUCEVO - MODICE line (lenoth, 1.6 kis): Gontinuation of
a sinole-track standard-oaure line- in the direction of the
unanl an border; of predoslinantly economic i iportance because
't
it opens up the extensive nine wosa s art also of
strateolc 1...iportance I
k. laL,'.11.4UT; OVCA -PA CISVin0I 1SIT line (lenrth 35 m):
iwly constructs sloTic-trock stannaod-osue into
a rich 'T lturol district sup21yino iThLaRAbE, (see another
I. SOZati A - DUTOrsTE loo (ler)_ILLt 8 ksi): Newly constructed
sin rir-ti6.-617-i-E-Finoard- su n iiace necessary by the fixing,
of the Italian - ),u ;oslav border; it is to intercornssttwi
th
lines cut by e new bounearies q
a. oeconstruction of the ,,s1,L1; h. ''unction; In its pre-
sent state, the T5Tas illfE Tinction s a bott eneck for the
entire rail net thr ?u,h-traffic of the norther part of the
couatry. liesied in by the hiils between the sanube anc
Elvers, it does not offer any possibilities for makeshift
provements. Only by a lar e-scale reconstruction project
separatin 'real Irool throu h-traffic will it be possible to
all; 'note the present difficulties. ork on this importsnt
project, vnich vill brin about a basic rear an;:sation of rail
operatio s in this area, ran stsrtec within the frannrork of
the five-year plan. Special freioht lines are to reroute
bulk throub-traffic around' the capital., ano a new larshal-
lino yard in UnSnO POIJI, is to easb the traIn on the f4, o.;
;Is4slo flo station. eart of the for,ser railwa7, Installations in
the venter of the city will be removed in order to n?akc rocsa
for other constructloos ihrse nsw orid ,es (two across the
Save Aivcr sn, one across the , anuoe Liver) in addition to 9
tunnels ane scheoulec for construction in conoection with this
project rho soothern oave !-Ive/ bridge near OSMUZLInn, the
70') m tunrel near .:Js.j.0.0, and the southvestern reroutln line
have been u'cer construction since the sunse, of l9413.
nnex 2 snows the lay -o .t of the rEJA:vALL junction after corn-
elation of the reconstruction work. The duration of the con-
struction work cannot be foreseen.
n. . Sin)PLIE Iio unction; also a bot?:-.1eneck on the slain )(us:0-
slay toansit lin Is also beino improved, althouji on a much
more osodest scale than the SEL3oALE 1W station.
o. IMPOJLAV s. STALL: Is - 1ine ( len oth 55 kni : Sin 71.e- t ra ck
stanigrd-nauni-rnii?iiiii?Undistructrjo. ot Is of purely
econo,ic Importance for the opetinr up of the coal basin of
OaSA-1aBIN on the istrlan peniosula. Zne previonsly necessary
trsnsloadin operations. 1) shippinn thin coal via PIITiE by sea
are to be ellsinated bt ', s P. line.
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In addition ,to ths construction mentioned there are a 'Teat
ainor projects under way, all dtsined to raise the
econooy of tle country in the fields of a xiculture, indu7;-
try, and forestry. A larne number oi other railroad lines
alc also schedulec for construction,.butlhese projects are not
yet off the drawin- board-and so need not be dealt with here.
Tlic speed of the realization of tl'As railway construction pro-
,reo is bein slowen down throu t the politicl differences
bettcon tLc Lastern lAoc and flTO, uhich led to a suspension
of eliveries of roiled products, particularly 6, rails and
g.!roers, from Czechosloyukia ano Poland. Since the capacity
o the dotestic steel industry in still fan too low for the
requirerLents of the country, TITO will sooner or later have to
turn to the 1,est If he wants to put his lar-ne-scalc and vital
construction projects into practice.
The five-year plan, which will run until 1951, laid down the
followin tar rets for the Irtprovement of rail operations:
(1) Construction of RI 1Ines:
standard-gaue:
narrow gauge:
total:
1,157 icti
900 ka
7,767753
(2) heRajr of locotintives ano rollin , stock:
standard-olture loconLotives: 450
narrow-nauoe locotaotives: 130
passen6er.cars: 2,000
freit:ht cars: 14,500
.anufacture of locoAotives and hfi cars:
locualotives:. 2,000
pasaenger etas: 950
freinht cars: 14,560 ?
The nanufacture ane repair of the rollin stock and loco-,
mottves is bein rerformed int he followin ILt shops:
Central RE workshop in DI.RIBOR
Rh repair shop in ZRELji.EIli
an. repair shop in SALAJEVO
EL repair shop In LISH
hh repair shot: in SA3D1fft0V0
1:1:: repair shop in SUBOTICA
r?1;. repatr shoo in ZAOREB
"14th October" 1F Car kactory in ARUSEVAC
"jasenica" hh Car i.actory and lronwoms in t.;ELL-KEVSZ.A
As was_shown by experience in 1943, the?tar,:ets mentioned .in
paras (2) and (3)-will not be reached unless the domestic
production capacity in this fielt is supplemented by imports
of rollinr stoc or semi-finished products.
3. fraffic Performance
a. Only the train density achieved on the Yutoslav railroad
trunk lines is up to Central European standards. .They are dealt
with in other reports *4. Lue to considerable nrade0, curves,
to short strIM:,s, anc t'Je lt bt Sul Vac Gr the tykl of reil3
used, only -wail trains can operate on many of the local sten-
dard.raut;e lines. is to the narrow-aue linst itr?s a rule
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of thuiab that the freieht of two to three earrow-eauee trains
correstonds roushly to a oral standard-aauae train.
b. Ale velume of rail traffic is iacreasina. in 1948 154,5600000
passenaerwere c rrieo, which represents a 40 percent increase
over 194ri and a 300 percent increase over the perfortlance in
1938. The freight volume.- of 1948 surpassed that of 1938 by
79 percent. Detailed figures (in tons) are not avallgable. Although
te connotnese of these press fiaures must be qualified since
they Aay nave been exaaaerated for propseanda reasons, a steady
increase of roil traffic canaot be eenleo.a.Special measures,
such as the introduction of scheduled "route trains" have been
taken with a view of reducing the time of ctrculation of the
rollin stock to 4 days as compared ritla 12 days before the
war. 3ut in spite of all these neasuren the capacity of the
Yka:aslav railway system is stillabehino the traffic requirments
of the country, which have risen coasiderably due to the oro-
resnina industrialization of Na. ostavia.
20REIZIat1OMil SEVE...1.1) and hallway Personnel.:
a. All the Yugoslav li'. lines are state-operated. The railway
systei is-centrally controlled by the "Directorate General,
nailisays," tUnctiorina within the. Znistry of Traffic with its
seat in 1.1Z0LALE. it works throueh reaional a-encies (nain RR
Directorates and Flh Lirectorates) in discharaina its duties in
the field of administration, construction work, ane operations.
The oraanlaational set-up on all levels corresponds roughly to
the system in use in western countries.
aeliable data on the nuaerical strenath of the railway per-
sonnel is not available. It can be aenerally statec that there
is an acute shortaee df skilled personnel, particularly in the
upper brackets. Only after years of systesiatic trainlne will it
be poesible to overccele this shortcomina. an order to bride the
eaa, an lersatan railway officials who lost their jobs in. Ilearanany
because of the de-azification lam have been hired.. They have
already made n valanble contribution to the reconstruction and
asproveaLent of the Yuaoslav railway systea. This emergency
measure is ben ? eupalementee by a tane-rane troinina proeram
devised vith a v!.ew Of obtainina qualified replace-eats. fine
24 technical railroad schools, includin those in LELOlaaltia,
prcivo, LULDJAA, ]SH, ZAJR17,13, SALAJEVO,. SUBOT1Pa., FOA,
340IaaJE, WV1 SAL, kiASTANi near tall :J], Calktd lieeST near ViSH0
S. TaLtaCaVO, ZRa:tiAIN, and others, were attended by about 5,000
raflwaa employeeein 148. Zhe courses at these schools last for
three. years an may be expected to turn out skilled personnel for
allathe.various bAinches of railroad: operations and adminis-
tration'. ? kollowina the Soviet example, Yuaos/avia is ereploying
an increasine; lawaber of women for railroad operations. 2hese
yeomen not only work in administration, but are also eAployed as
lacombtive engineers, firemen, and aLechanics in the shops. Also
in the Soviet :aanner, special railroad briaades have been oraa-
nized and standaras of work perfotaance have been laid down
with the correspondine waae system based on norsonel achieve-
-eente. That the TITO reaime hot only values -record performance
but also the quality of work performee is shown by the areat
intensity with which the technical trainia_: of the railway per.
son-el is beina pushed.
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5. _LIIIII2fu1nerabilLty of the inilualliet
a. The Yu-oslav railway system in its capacity as a "tralfic
ride" to tbe Adriatic eea and thus to the -editerranean is of
considerable ielportance to the Sovi ts, who are greatly inter-
ested in this re 'Lon. ,lany construction projects are certain-
ly cue to Soviet !alitiattve, althoueh they aee of equal leeor-
tance to Yu oslavea. Since the present estraneeisent between the
too countries aa7 be or a temporary nature, the possibilitie; of
the ''ueonlav railway net for Soviet transit shippinL:Is are to se
dealt with here, independent of the rresent situation.
b. The auaber of elov et controlled he lines loadin into Yuso-
olavte is veiny s.aall. In Jreece, which neou not be taken into
account, becaese it is not Soviet-controlled, there are only two
sierle-track " liaes fro the area of SALOVIal to Yueoslavia.
ID lallgaria there is only one sinele-track standard- auee line
fro.' 30alh ne the direction of IUSH. connecteons with
12.umania are lielteo to several sinele-track standard-eau-o lines
of elinor ranacity raciatins: from the northwestern district
(TI:. r) and rannin, north of the Danube aiver aore diver-
sified via nu Lerous are the RA connections with dun-ary, but
here al;o Aany of the linos aro brnnch lines often suitable only
for half-trains. Alemst all of these apnroach lines, due to
the ecantainous character of the re Ions concerned, possess an
unusuelly lar .e nuelber of brid 03 which ,IaL easily be destroyed
and vatch would be very ut J.cult to reconstruct because of
thei- ,-reat hei,ht. There arc not rerouting facinties at the
souteern Ru 'union enc at the Dul'-_anian and ':eefeek frontiers. The
railroad lines to the Adriatic Sea (one standard elsiue line
runline fro?L ZAOLEB via I:liaLeVAC or Ulla, one Kii to SPLIT in
adettion to the :;e JeC-DOP.O.J-SALAJP.VO-DOBROArNIK line, which le
hal: standaro anc half narrow-eauce, are rich in arid,-es easily
oesiroyed without any reroutine poseibilities. 'Operations on
theie lines can therefore be interrupted with ion -lastin- effect
Ailitax: vulnerability of this narrow-naucc line is still
thither incleased by the rack-'railway section between nAreellA
an. K3flaaC. a destruction of th, feu existent aoc-wheel loco-
401AVOS would eliminate this line for a nrolon ed nerloo. The
ir Jortant theou h-line fro: ZaChha via elsJalLaLE tc S.C,OPaJE is
very eeasitiere to air attack anc sabota'e ecause of its Aany
lar a brie es across the Save, Lanus, .lorava, and lierdar 114,vers
adelti.nal air attacks on the sill existin two bottlenecks of
25X1 tee .1-L.tAi4.. and Faa0PLJE junctions, would have a reat effect
on the entIre railway systeen
2 Annexes:
Yugoslavian hallways
Reoranization of the PI.:07) ('Lonir) RR Junction
lig7_1171,:holvus ONLY
cONF
Approved For Release 2006/02/06 : CIA-RDP82-00457R003800130001-9
25X1 Approved For Release 2006/02/06 : CIA-RDP82-00457R003800130001-9
Approved For Release 2006/02/06 : CIA-RDP82-00457R003800130001-9
Approved For Release 2006/02/06 : CIA-RDP82-00457R003800130001-9
COLVIDENTIAr 11111.11W
ZEMUNL-1(0 POLOE
Annex 2
Reorganization of the 13EOGRAD RR Junction
Scale 7: 100,000
ZEMUN
?
......
DLI ?NA
?
?
NOVI/3E06RA?
new er I age
sTARI BEOORA?
: DUSANOVAC
CuKAR1CA
new bridge
05rRUZNIC.4
Legend:
tunnel
c
I likra" ' 'illiktz.
Vr3EVO ',414..?'
)II ? ,.T.; All K
A -4.
`-- --c.
.-
?-,-,,,
Eventual course of line after completion of reorganization
Previous course of line on which operation will o'Gcontinup
CONFIDENTittt
*MI&
Approved For Release 2006/02/06 : CIA-RDP82-00457R003800130001-9
rt
U.S. OFFICIALS OHL