THE PORT OF ASTRAKHAN

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000600040350-9
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 10
• Document Creation Date: December 22, 2016
• Document Release Date: July 19, 2011
• Sequence Number: 350
• Publication Date: August 5, 1953
• Content Type: REPORT

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1. The port of Astrakhan ie located in the dalta of tho Volga Riv r
on the left bank in the vicinity of the tom of Astrakhan. A
large part of the port is located in the city limits and the re-
maining roadstead and repair yard (dookyard of the Ministry of the
Merchant Fleet) are seven km fret town, down along the river. The
port consists of foi- parts separated from each other over a oon-
siderable distance, 9-10 km.
2. The approaches to the port are rather difficult and are made by the
artificial vaterweq, the Volgo-Kaapiyskiy Channel. The usual ap-
proach by ships coming from the south is as follows: at a distance
of approximately 158 sea miles from the port of Astrakhan, is the
lightship "Astr'ekhanskiy Prlyesniy". It is a two-masted ship with
a white stripe along the aide and a red ball at the main asst. Fol-
lowing buoys, ships peooesd to the leading stage "Donbass ", a ttlo-
masted, black, to-stack d ship with a -white superstructure, located
about 113 sea miles Pram Astrakhan. From the "Donbass, ship proceed
to the floating light "Volgo-Kaapdyskiy", a
yellow situated in the entrace to the Vol kly Channel about ttfi ship
,
sea miles from the "Donbass ". Aftertthhis ships enter fializ
the sea part of Mich is marked with buoys (acetylene lamp after dark)
and the art of which is amr d y b: ccu, signal station: and
' 8 - r * In, b?e- _ Thn b h lsi a. Ships arming
up to 3.5 motors of water can use this channel.
COUNTRY USSR
CLASSIFICATION BDCREI
CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
DATE- DIST 1953
NO. OF PAGES 9
SUBJECT The Pert of Astrakhan
PLACE
ACQUIRED
DATE
ACQUIRED
NO. OF ENCLS. 1
(LISTED BELOW)
SUPPLEMENT TO
REPORT NO.
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The port of Astrakhan is a frozen port because in winter not only the Volga
freezes in the vicinity of the port, but the northern part of the Caspian
Sea freezes also, In the period between 25 November t:nd 10 December, the
Volga freezes in the region between Astrakhan and the 'J.lage of 01ya, (the
last inhabited point on the right bank of the river before it reaches the
sea). The river is usually open in the period 25 March and 1 April. The
maxi mm temperature of the water in July is 22-24 degrees centigrade. The
freezing of the northern port of the Caspian Sea from the 14-foot roadstead
to the coast between Saspiyskiy (I*gan') and the village of Ganyushkino
starts in the period between 10 and 20 December. The opening of the ice in
this region begins in the period 15-20 March. The -ximum temperature of
the water in July is 25-27 degrees centigrade. The aaxina tbialmess of
ice on the Volga from Astrakhan to the village of Olya is usually reached
in the month of January and is 450-500 mm. In the period of January,
February and also part of December and March the river is open to land
vehicles. Beginning in the month of February, the ice begins to decrease
in thickness, not only because of the increasing warmth of the sun's rays,
but also because of the appearance on the surface of the water under the
ice sheet of the so-called "winter-field". This winter-field consists of
a layer of dark-green growth which is found on the surface of the water and
is very similar to the slime which is found in stagnant water. When
this winter-field appears, the ice begins to melt rapidly from underneath.
By the appearance of this scum the fisherman can determine the time and
character of the approaching spring. Traffic on the ice across the Volga
ceases when the accumulation of ice on the surface begins to melt and the
ice takes on a spongy gray appearance. As a rule the opening of the ice
from Astrakhan (in the region of pier No 4) to the northern part of the
sea (to the 14-ft roadstead) is accomplished artificially by means of
ice-breaking ships. There are no special ice-breakers on the Caspian Sea
but there are ships which, on account of their construction can be termed
ice-breakers. Tkase ships are as follows:
(a) Belong to "Reydtanker":
SS Sadko . . . . . . . . .. .800 hp.
} j3ogati r . ? . . e . . . . 1100 hp.
! Gvardyeyeta . . . . . . .500 hp.
MS Partisan. . . . . . . . . .500 bp.
(b). Belonging to Volgo-Raapiskiy Fishing Trust:
SS OrdzhoAikidze . . . . . ..400 hp.
18 Silaoh . . . . . ? . . . . .6/0/0 hp.
) ''ogu~v ? . ? . . . . .600 hp.
(c) Belonging to "Baspflota:
Motorethipo of the n
built at
the ship huildii: g and ripe ad diar:d VMoo Sturm In s and Baku.
heft
of breakAM Jm up to 4W xW
4. The ice breaking week is usu y aegsnissd in the fb3loidtig m ' .ws in the
second halt of March the Ssdhas heaab ins from the faata7 iasni nth Mhi,e
versazy of the October Revolutim to Vserldme-6olys iy Island. This section
is six km long and the ice is broken in the satire navigation cha . This
allows ship traffic from the city to Tr sow, and also "river strestcaz" (pas-
senger boats) traffic from pier No 11 dtnm along the river to the factories
imeni Lenin, Artem Sergesv, 10th Annivetrsay of the October Rsvolution and Stalin.
-?+~+ a+.e omQ breaks a trail up slang the river to-pier So k, the opening
a path w -the piers of the sea and river parts. -Almost siwltsnsausly with
the work of the Sadko, the moto?ahips Bogatir, Gvardyeyets, and Posen break
a camel fans ZVaehiy rsaand (factory iaoni 10th Anrii
Revolution) to the sea. Those ioo-hreakere rains a the yalga tom
the sea and further to the 14-ft. l o date ad. A. a Pr*!*dmmrl-,, for the.. ships,
the Volga-Cospdaa Channel Section of grates and BmyW,r the 'Agdteslh-r Co.
puts out the So-called winter mrloeras flay ng the dtsah'a. r ship
in the sI c? .?Lw~a the ` ' - ?-
--v w.oan.Ra.asp -of TiOS ftbral Fishing
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Truct which will clear routes in places where the fishing boats will have
to go and where the floating fish processing plants will be stationed. The
work of the ice-breakers speeds up considerably the opening of navigation
on the Volga from Astrakhan to the sea.
5. The water temperature in the river has a tendency to get from two to five
degrees warmer as the river approaches the sea. The average speed of the
river current in 2-2.5]o per hour. In a few very narrow places the current
gets faster. The prevailing winds in Astrakhan are as follows: Winter-
northeast, hard and cold; Sumser oorbheast and
also often southwest winds or as they are called dry.
locally sunmer na. These
de
winds are damp and soft and don't reach ' ~??
auy intensity. The maximum wind
strength is from 8-11 points and is reached in the period March, April,
May and the second half of September, October and November. Calm weather
with wind strength at about one-two points exists in June and August.
As a rule, storm force is attained by winds coming from the nortbasst,
In Astrakhan about 75% of the days in the year are windy. Working and
living conditions in Astrakhan are rather difficult. First of all, it
is necessary to take into account the bad climatic conditions. Up until
1951 the city was infested with all forms of malaria and there was no ef-
feotive method known to combat the disease. There was insufficient cultural
activity in the town. Supplies and widely-used commodities were always
short, especially in the last quarters of the months and in the months of
March, April and often May. During these periods there were long lines
of people waiting for everything
even black bread
P
f
l
,
.
ay
or
aborers was
quite low as it fell into the first tariff category (the lowest in the USSR).
Communication between the town and the industrial section was very inadequate.
The town and its working sections are spread out on both aides of the river
for a distance of 25-30 he. In spite of this fact the transportation facil-
ities are very bad. The "river streetcars" which are operated by the Astrak-
han Region Directorate of the Volga Freight and Passenger River Steamship
Company were in nary bad technical condition (they go out of order frequently
and are long being repaired) and they are few in number. In the winter
people usually have to walk for several kilometers to and from work on the
ice on the Volga. If any of the organizations affected by this transporta-
tion shortage organize their own transportation, it is not for use by the
workers, but only for the administrative personnel.
6. The cargo turnover of the port of Adtrakban'inbludee the total amount of
cargo leaving the port and the toal amount of cargo coming into the port.
The cargo turnover quota for the year 1951 was 2.1 million tonal 1.0
million tons carried out to sea from the port and 1.1 million tons carried
into the port from the sea. Actually, however, the cargo turnover was quite
a bit higher due to the "working oo.f.'ioient" which was supposed to reach
1.95 to 2.00 in Astrakhan. This working coefficient arises on account of
the following loading-unloading vari?snts which are characteristic of the
port of Astrakhan:
Railroad-truck-pier-ship;;
Shi p pier' chip;
Ship-pier-truck-railroad.
In 1951 the workiny planned to reach 1.95-2.00
it reached something sore like 2 .
go turnover plan for 1951 was as; follows:
srR
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r
Total
Total
Railroad-
Ship-
Shi
-
ype
Of
Incoming
Cargo
Outgoing
Car
o in
Truck-
Fier-
p
Pier-
ar
o
g
Pier-
Ship
Truck...
g
Millions
Millions
Shi
of Tons
of Tons
p
Railroad
otton
0.4
ftchines & Equipmett
0.4
001
Timber
0.6-o.s
0.5
orals
0.1
alt
0
2
0.4
.
rain
Provisions (Food)
0.2
increase in the Vdume of
Freight Handling According
to the Following variants:
1.0-1.2
Thuss the gross i olume of freight handled at Astrakhan in 1951 was 41-4.3
million tons. Again, however, one most keep in mind that the work in the
port took place under the condition that the working coefficient not exceed
1.95-2.00. However, in the presence of the very difficult working variants
"railroad-k-11.or-ship" and eship-pienvEruek-railroads and in the presence
might well have Preached 2.4,r~tion in the port, the working coefficient
7. The work in the port of Astrakhan, es in other ports of the DSSR, is organised
in accordance with the directorates of the Ministry of the Merchant lest. It
includes the organization of loading-unloading work in the port, the establish-
ment of a norm for the amount of time to be spent by ships in port and the or-
ganization and paying of the stevedores and machine operators.
8. Astrakhan has connections mostly with Baku and Krasnovodek. Its connections
with ) khachkala consist mostly of passenger trade. The sea part of Astrakhan
has its own piers but also makes frequent use of the piers of the river part.
Altogether the sea port has three freight piers, me passenger pier and a
river roadstead which lies an the left bank of the Volga across from the
factory imeni Stalin. Cargo pier No 5 and passenger pier No 17 are used
jointly by the river port administration.
9. The seaport has two production districts. The first district includes: (*)
Pier ffo 4 located along the river at the north limits of the city. This pier
specialises in the breaking down of river log rafts and the farmctisn of sea-
going rafts. These rafts are then towed by Diesel tugs to 8rasnovodak, Baku
and Makhaehkala. Pier No 4 can be called the timber pier. There are no rail-
road ocaneotions to this pier so an the cargo that is carried away is trans-
ported mot ri ruck, In 1951 it
of not the emergency to form more than one Howeve two rafts. In the case of s it was possible to farm
e
for more than two ships of 2000 process
to stand atttthhe It Is r ob
4
is built in each a way that a ship awt be ~? Pier No 4
to the shore. (b) Pier No 5 is siat!+d in the region it of only with the ism
close to the center of town. This pler In Daershinskiy street
specializes in lw?dt tws all kinds cargo except timber, salt, and cotton. The Directorate of the seaport of
astrakhan is eleo inrat~+rt in thin din __
to the pier and the in -L" mere are no railway trash
only means of transport to and from the pier is by- m tor-
track. It is possible to handle two or at the most three 2000wtan she
this pier at the same time. This pier is built in such n hi at
that a ship
can
can moor to it only with the way
the sea log to sham. ~' half the Pars are located
part. The other halt are located in the river port.
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(c j pnL 2 ugor pies No 17 ..a located near the center of tows, in the -3.i4itW
of the directorate of the "Vol-g0-tanker" steamship company. This r-' r is
used exclusively for the handling of passengers. There are no ra .road
tracks to this pier and the only transport is by automobile vehicle. This
pier is used Jointly by the sea and river port administrations. No more
than two 2000-ton ships can be moored to this pier at the same time. Ships
can be moored to this pier only with the log to shore. (d) Cargo pier No
17 is situated next to the passenger pier, but down stream. This pier
specializes in the handling of salt and is .celled "the salt pier". There
is no railway track to this pier so all transportation is by motor truck.
Practically speaking, however, there is almost no use for the motor trans-
port as all salt is brought by river boats and loaded directly to the ships
or to the pier from which it is later loaded onto ships. Pier No 17 is
directly under the administration of the seaport. It is so built that
ships can be moored only with the log to shore.
10. The first production section of the port is the most important and handles
up to 85% of all freight coming thru the port. The first section is about
70% mechanized, :ore work in the holds is badly mechanized, more correctly
not mechanized at all. This circumstance greatly cuts the productive '
cap-
acity of the port, and while in the part of Kr k the role W the
machine operator has increased is recent years, in Astrakhan the stevedore
is still the main figure. Apropos or this, the stevedores in Astrakhan are
called "carriers or "balancers" in the local language, while in Baku or
in Krasnovodsk they are called "pawls" or "hunchbacks". The first prod-
uction section is composed of 20-22 brigades of longshoremen numbering
about 300-350 men in all. The working norm. for stevedores is over-11alfilled
300% on the average, which means that according to the iece-von
system, the stevedores earn from 900-1300 rubles a monthp saw sections
>~ 30 crane -FT t?o!'F. , This sea]" section
Their norm is oven lfilled by 250% usually, which
means they get 1.300 rubles a month larch..
11. The second product' -iecticn of the port specializes in the handling
cotton exclusively, This section is located on the Volga in the vicinity
of the ship repair yao-T imeni Stalin and is officially called the roadstead
section. It is served by four
stevedores fulfill their norm brigades mm~bea'~ about 50 men in all. The
sevez gives a by 250-300% which in piece work-progregive
crane o wage e ^f 1000'1'200' per month,,, This section also has 24
Aerators. Thy exceed their norm by 300% giving them a monthly salary
of 1000-1200 rubles man. "work in the roadstead section is arranged in
the following manner. a ship thriving from the sea with a cargo of cotton
is unloaded either into a r:Lver boat or onto a floating tranaloading station
of the Astrakhan seaport. In the majority of canes, however, the river ships
and the sea ships are not Chore at the same time. Belles weighing 170250 kg
have to be loaded onto the translcading stage or other harbour facilities.
Upon the arrival of the riverboat., the cotton in loaded into them. The
moving of the cotton into the area under the hatchway, and the piling of
the bales that have been moved by the crane, is all dam by hand.
12. The cotter handling is badly organized and in often the reason for the por# s
e
no= not being fulfilled. The organization of safety measures in the working
mettodb of thb stevedores is especially bac,:iy handled with the result that
there is a high accident rate. There are often tragic disasters, with high
loss of life. The firs px.tection organization In the port is also badly
handled, In the fall of 1945, there was a fire in the cotton roadstead, and
as a result about 23,000,000 rubles worth of cotton was destroyed.
.13. Mechanization In the port van increased significantly in the last years of
World War II, from 1941-1945. The seaport of Astrakhan is equipped with
th.ae floating transloaders, two floating crtuie., and four shore cranes.
These cranes are distributed, usually, in the following manner:
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SWRET~
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Pier #4 . . . . . . . . . floating, Diesel crane Ural, capacity 15 tons;
;
Pier '5 . . . . . . . . . .two Diesel cranes Lorraine, capacity each 10 tons;
two elect
i
r
c cranes, capacity each 10 tons;
Pier i/17. . ; . o oP ,ating transloader /33
ca
acit
20 t
p
,
y
ons;
Roadstead section . . . . .floating Diesel crane Frunze, capacity 15 Tons,
floating transloader 41, capacity 20 tons,
floating transloader #2, capacity 20 tans.
14. Transportation-wise, the part is badly equipped. There are only four conveyers,
with 8 to 10-meter belts. There were several electric cars each of two-ton
capacity. Host of the transporting Is done with hand trucks. There is also
an emergency electric power station of 40 kw. The automotive section of the
port consists of three or four motor trucks GAZ-At, and ZM_5,
15. The floating facilities of the seaport are inconsequental, and are as follows:
(a) The paddle-wheel passenger steamer, Krasnoar~meyets, 800 hp. This steamer
was used earlier for the passenger run to Gurev, but later, when the port
of (hxrev was closed, this steamer was used _?n- afl,oating rest home for
sailorsl The pa> wheel passenger steamer, Geliotrop, 600. bp, Up to
1945, this steamer was used for the passenger run to Gurev. SIr a 1946,
it has been under repair. However, after six years of repair the work
that had been done on it was very little, and the hopes that this ship
wou'.d ever leave the repair yard and go into active duty again, were
very small.
(bb Two paddle-wheel steam tugboats of the Ural class of 40U hp each. The
steam screw type tugboat, Kan= istka, 200 hp. Screw-type steam tugboat,
Na valchte of 150 hp. Five Diesel tugs of the PB class, each of 150 hp,
built by the Rlzhskiy ship repair and building yard in 1950.51. The
auxi lia:y s;,;;,)oner, Veter, of 100-ton capacity and 100 hp.
(c) Six dry cargo b Res of the 061, 063, 065, and 066 types, made of wood,
with 1,500-ton capacity.
(d) Seven wooden dry cargo barges of the 081, 082, and 083 types, each of
2;.500-;ton capacity.,
(et Two landing stage-. - 017 and Volga.
16. Up until 1946, the scLport was under the system of the Reydtanlcer steamship
companyp as a dry cargo agency, and was officially called the Astrakhan Sea
Dr
,r Cargo Agency of the Regrltanker Compagy. In 1946, the port was given to
the Casnii Dry Ca-;;o Comps ,'. Kaspflot, and was called the Astrakhan Sea
Agency of the Kaspflot Ccsgxu;; (Moragentetvo Kaspflot). In recent years,
this sea agency actually became independent and was called the Astrakhan
Seaport. The planning of the work in the port, the accounting and recording,
is carried on directly in Glavyuzhflot, governing the Kaspflot CompszW.
Captain of the lderehant Fleet Third :tank & y, N2Jc9W Ale, sandren ich is
in charge of the port. Under him are the followings'
Chief Engineer - Acting Chief (former worker in the transporta-
tion section of Obkmma of the party)
Acting Chief for Exploitation, Senior Lieutenant of the Merchant Fleet
ACA2V, Semen Karpovich
In the Office of the Chief of the Port are the following:
Clerk-t-fpist, Legal Counsel, Technical and Engineering Advisor.
SWMR
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17. In the organization of the part axe the _
a7laviag nectars a
Exploitation Section:
Chief (also Acting chief or the Pant) - 1
spato Dispatchers -4
Di
Senior Engineer - 4
Engineers typist - 2
.- 1
C ercial-Cargo section:
Chief
Senior Eacn=Jst
Econowiat
Senio:Price Controller
Price Controllers
Coammioations Section:
- 1
- 1
- 1
1
-2
Chief
;- 1
Senior Engineer
- 1
Engineer
- 1
Senior Radio Techmioiane
R
Senior Radio adio Technicians
t
- 3
3
ams
Radio C tor a
R
- 3
Punchers
- 3
-3
.Machine-Ship Soction:
Chief
senior awi
,s
-
2
Engineers
- 2
-2
Technicians
-3
M[!nhntef ?t~im Section:
Chief
senior F41aem
mne.i ~ -2
?rNmportatim swum in the
aatiea Swt3cri
Chief
Dispatcher
-1
-1
Truck Drivers, Carters, and Woe
30
Planning Seotio:;:
Chief
-1
cenrft .Engineer
-1
Beancaiit
-1
-1
Labor and Wage Swoon:
Chief
-1
Senior peg new
-1
T'sohAto3,e::e
Bon-M~g~ ~
Chief:..
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Personnel Section:
Chief Bookkeeper
Senior Bookkeepers - 3
Bookkeepers
Accountants - 3
Cashier 7
-1
Sea Inspection Section:
Chief
Senior Inspector
Representatives
supply Section:
Chief
Goods Economists
Agents
Senior Warehanessm
Warehousemen
Bookkeeper
-1
-i
-2
Administrative Eoomomic Seatian:
Chief - 1
Supply Direct9r. - 1
Executive - 1
Typists
Janitors - 2
Curator v -1
Chauffeurs for Light Vehicle-1- 2
Operation Production of Iadividusl production aeotiame of the got.
The, first production area has the following seetioae:
Loading-unloading Section:
Chief (Chief of the Area)
Dispatchers
Senior Stevedores
Stevedores
Ser+or Price Controllers
Nor EControllers
Norm Technieians
Freight WarehouseeI
"rehouse Chief
SenioruWareMwmm
s
eighere
Goode Clerics
Mechanisation Ssetiamt
S Engineer
Umbealm
24eohani
Senior *raw Operate m
crew C=:"
senior Medwalm
senior
Se uAiDWOione
ectriclaw
-1
-3
-3
-3
-3
-2
-1
-2
-3
-6
- 23
-15
-19
-9
-6.
The second production area (rosieteeel
Loading' Unlos ift Seot1c
Chief also Area Chief) - 1
nH-.*I-
the ` `aw.a Oet
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Price Controllers -3
Tec'hniciaa-4 orm Setters -2
Senior Weigher -1
Weighers _3
Mechanization Section:
Engineer - 1
Senior Mechanics - 3
Mechanics - 6
Senior Crane Operators - 12
Crane Ooerators - 12
Senior Motor Operator - 1
Motor Operators - 3
20. '.litarized guard and Fire Protection for the port is handled by the Eighth Section of
the VOKhR. Political work is directed by the political section of the Reydtanker Com-
pany, The port has a Port Party Committee, a Port Komsomol Committee, and a Port Trade
Union Committee. Trade union work in the port is directed by the Coastal Committee of
**men's Unions (Baskonmor). All questions concerning secret correspondence in the port
are decided by the Secret-Code Section of the Reydtanker Company. The port does not
have its own telephone station. It uses the seCvioes of the telephone station More of
the Reydtanker Company and the telephone station Reka of the Volgotanker Company. The
port does not publish its own newspaper. Its collective uses the cooyagi~a1 newspaper
Morslooyreyd, which is published by the Reydtanker Cow. In general, it is. necessary
to note that in many situations the Astrakhan Seaport's not dependent, on Reydtanker
as for example, in questions concerning comminai living tars., in questions of motor
transport, of ship repair and repair of transloadinc maehi*,,.,..._ .,s 1
e.,w +7.,~a
material supply.
questions
concerning any e1- - in unanges--in
Ministry z a port structure of concerning its strengthening
have not ariser
1951 and are not arpected in the near f tutee. Merchant Fleet or in the government in
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I
- end
ENCLOSURE (A)c. Plan of the Port of Astreldaan with Legend
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 Sanitized Copy Approved for Release 2011/07/21: CIA-RDP80-00809A000600040350-9
ENCLOSURE (A)
PLAN OF THE PORT OF SMAKMN WITH LEGEND
SECRET
Ship ysR1~t~ICyr +bleltf
PIp4`tr of.:; .a. '~96t'?i11*t pW
Pier 1I .'5. (first arsr of the part
5th Stdphaya Street-
Daer$Uinskty Street
The park of Pier No 17
Pa eager Pier No 17
Fr fight Pier No 17 (first area)
Ship repair factory ieami
10th Amiiversary of the
Ootober revolution
25X1
25X1
Sanitized Copy Approved for Release 2011/07/21: CIA-RDP80-00809A000600040350-9