DOMESTIC TRANSPORTATION IN THE USSR 1962

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• Publication Date: October 1, 1963
• Content Type: REPORT

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SECRET
DOMESTIC TRANSPORTATION IN THE USSR
1962
CIA/RR EP 63-70
October 1963
WARNING
This material contains information affecting
the National Defense of the United States
within the meaning of the espionage laws,
Title 18, USC, Secs. 793 and 794, the trans-
mission or revelation of which in any manner
to an unauthorized person is prohibited by law.
CENTRAL INTELLIGENCE AGENCY
Office of Research and Reports
SECRET
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GROUP
Excluded from automatic
downgrading and
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FOREWORD
The significant developments in domestic transportation in the USSR
in 1962 are discussed in this publication. Progress in achieving the
goals of the Seven Year Plan (1959-65) is also appraised briefly. The
information was derived mainly from official publications and announce-
ments, and the specific sources used are available in the files of this
Office.
Unless otherwise indicated, ruble values in this publication are
given in new rubles established by the Soviet currency reform of 1 January
1961. A nominal rate of exchange based on the gold content of the re-
spective currencies is 0.90 ruble to US $1.
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CONTENTS
Summary and Conclusions
I. Growth and Problems in Coordination of Transportation . .
Page
5
A. Traffic 5
B. Capital Investment 5
C. Coordination of the Various Modes of Transportation . 6
II. Railroad Transportation 7
III. Ancillary Forms of Transportation 11
A. Motor 11
B. Domestic Water 13
C. Petroleum Pipeline 14
D. Civil Air 15
Appendix
Statistical Tables 19
Tables
1. Domestic Freight Traffic in the USSR, by Mode of Trans-
portation, 1958, 1961-62, 1963 Plan, and Original
1965 Plan 21
2. Passenger Traffic in the USSR, by Mode of Transportation,
1958, 1961-62, 1963 Plan, and Original 1965 Plan . . . . 22
3. Major Programs for Investment in Domestic Transportation
in the USSR, 1959-65 23
4. Major Additions to the Permanent Railroad Network of
the Ministry of Railroad Transportation in the USSR,
1962 25
5. Railroad Lines Planned to Be Under Construction in the
USSR During 1963 26
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Page
6. Electrified Railroad Lines Commissioned in the USSR, 1962 . 29
7. Plan for Commissioning Electrified Railroad Lines in the
USSR, 1963 30
Illustrations
Figure 1. US arid USSR: Comparative Data on Domestic Freight
Traffic, 1950-62 (Chart) following page 6
Figure 2. USSR: Electrification and Dieselization of Rail-
roads, 1 January 1963 (Map) inside back cover
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DOMESTIC TRANSPORTATION IN THE USSR*
1962
Summary and Conclusions
Soviet domestic transportation in 1962 was faced with the problem of
coordinating service among the various modes of transportation. Conges-
tion of transportation equipment waiting to discharge and receive cargo
at Soviet ports, border stations, and other transloading points reached
such serious proportions in late 1961 and early 1962 that Khrushchev
gave it personal attention. Official investigations revealed numerous
examples of extreme lack of communication and coordination among the
various transportation and foreign trade organs in the handling of
foreign trade shipments, which have grown rapidly larger and more com-
plex in recent years. Subsequently, the authority to charter foreign
ships was transferred from the Ministry of Foreign Trade to the Ministry
of the Maritime Fleet; and a Transport Coordination Commission was cre-
ated to expedite the exchange of freight between rail and ocean carriers,
primarily, but also to coordinate other areas of transportation. The
Minister of Railroad Transportation, B. P. Beshchev, was appointed
chairman of the new commission, thereby assuring the all-important co-
operation of the railroads. Increasing foreign trade is also forcing
some acceleration of investment in related railroad lines, oil pipe-
lines, tankers, ports, and other transportation facilities and equip-
ment.
Total freight traffic of Soviet transportation in domestic trade
in 1962 was 6 percent larger than in 1961. The percentage growth of
traffic has been smaller in recent years than in the past, because, as
the Soviet economy continues to mature, significant changes are taking
place in the support required from the domestic transportation sector
by agriculture and industry. Shipments of bulky agricultural products
and industrial raw materials are being supplemented by a growing traffic
in less weighty but more complex industrial products; and in addition,
the change in the fuel balance of the economy from preponderantly coal
to coal plus natural gas and petroleum has reduced the amount of trans-
portation needed per unit of output. Thus the growth of almost 6 per-
cent in ton-kilometers** registered annually by Soviet domestic freight
transportation during the last 3 years has been adequate for the needs
* The estimates and conclusions in this publication represent the best
judgment of this Office as of 1 September 1963.
xx Tonnages are given in metric tons throughout this publication.
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of the economy. In contrast, freight transportation growth rates of
8 to 12 percent were required during the 1950's, when it was necessary
to haul more bulky products for long distances to more widely dispersed
processing centers and when the industrial growth and growth in gross
national product were also at a higher rate.
Capital investment in transportation and communications in the first
4 years of the Seven Year Plan (1959-62) amounted to about 60 percent
of that intended for the plan period, but investment in the railroads
totaled less than 45 percent of planned railroad investment, apparently
because plans for new lines, second track, new locomotives, and some
other investment programs are not being fulfilled. Nevertheless, con-
siderable progress has been made in the modernization of the railroads,
the chief carrier of freight and passengers. In 1962, more than 60 per-
cent of the total traffic handJed by the railroads was moved by modern
motive power (electric and diesel-electric locomotives) compared with
only about one-fourth in 1958. Use of this form of traction in this
magnitude, together with the introduction of other modern equipment
into the railroad plant, has reduced substantially the cost per unit
of traffic.
Railroad revenues exceeded costs by 58 percent in 1962. In spite
of the high profit in 1962 and in recent years, the reduction in
freight rates was not made effective on 1 January 1963 as planned, ap-
parently because of the difficulty experienced in planning the reduc-
tion of railroad freight rates in relation to the rates of other car-
riers. Probably an equally important consideration in delaying the
revision of freight rates was the need to coordinate them with the
over-all revision of Soviet prices now planned for 1964. Progress in
modernizing the railroad plant was also responsible for a substantial
increase in labor productivity (more than 6 percent over 1961), but
Soviet productivity still remains only about half that of the US rail-
road industry.
The development of motor, inland water, and pipeline transport con-
tinued to be slow during 1962. Some progress was made in reallocating
motor trucks from what is known in the US as private carriage to common-
carrier motor transport, but the motor transport industry was plagued
by a shortage of trucks and tires. The increase in ton-kilometers ex-
perienced by the inland water and domestic maritime transport operators
was less than 6 percent, but it was accompanied by an even smaller in-
crease in tons carried. Serious problems with port congestion, poor
scheduling, and unusually severe weather and ice conditions all con-
tributed to the inability of these carriers to attract substantial ad-
ditional traffic or even handle the usual volume of traffic efficiently.
Some progress was made, nevertheless, in the acquisition of new vessels.
Severe criticism of the slow rate of construction of petroleum pipelines
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was voiced by railroad officials in 1962 because the railroads are ex-
periencing increasing difficulty in absorbing the petroleum traffic
originally planned for the pipelines. Less than 30 percent of the
petroleum pipelines scheduled to be built during the Seven Year Plan
had been completed by the end of 1962. Shortage of pipe is a major
factor in the lag in petroleum pipeline construction.
Motor bus transport and civil air transport are increasing their
share of the total passenger-kilometers in the USSR, but in 1962 the
railroads still accounted for just under two-thirds of this total.
Private automobiles carry only an insignificant part of intercity pas-
senger traffic, although in the US they take care of 90 percent of the
total. Aeroflot, the Soviet civil air carrier, experienced an increase
of 24 percent in passenger traffic during 1962 and expanded its domestic
'route network by 8 percent during the year. More frequent schedules
were instituted on existing air routes. Some 130 new jet and turboprop
transports were acquired during the year, and the Soviet air carrier
now owns almost as many of these types of aircraft as the US civil
airlines. The Soviet high-performance aircraft, however, continue to
be much underutilized compared with US practice.
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I. Growth and Problems in Coordination of Transportation
A. Traffic
Total freight traffic by all modes of domestic transportation
in the USSR in 1962 amounted to 1,986 billion ton-kilometers (tkm),
about three-fourths of comparable traffic in the US. This amount re-
presents an increase of 6 percent over 1961 and 30 percent over 1958.
Rail traffic accounted for almost 83 percent of the total, water 7.6
percent, motor transport 5.7 percent, petroleum pipelines 3.8 percent,
and civil air less than 0.1 percent. The relative importance of rail
and water transport in total freight ton-kilometers is diminishing
slightly, while that of motor, pipeline, and air transport is increas-
ing. This trend is very gradual, however, as shown in Table 1.* Soviet
and US domestic freight traffic are compared in the chart in Figure 1.**
The roles of the various modes of transportation in the trans-
portation of passengers in the USSR are changing somewhat more rapidly.
The railroads handled about 64 percent of all public passenger trans-
port in 1962 compared with 66 percent in 1961 and 74 percent in 1958.
Public buses and airlines are increasing their share of total traffic
(see Table 2xxx). Passenger-kilometer data for private automobiles in
the USSR are not available, but it is clear that the role of that mode
of transportation in the USSR is still small. This level of traffic
is in sharp contrast to the situation in the US, where the private
automobile dominates the field of passenger transportation, handling
over 90 percent of all intercity passenger traffic.
B. Capital Investment
INLAND WATER
7.8%
Capital investment in transportation in
the USSR in 1962 increased about 7 percent
over 1961 and is estimated at over 3 billion
rubles. Of this amount, about 1.33 billion
rubles, or 44 percent, was invested in rail-
roads -- 5.6 percent more than in 1961. The
shares of the various carriers in total cap-
ital investment in transportation are shown
in the accompanying chart. These data were
reported in the Soviet journal, ,Planovoye
khozyaystvo, No. 7, July 1963, p. 39, and
presumably are for 1962. The share of motor
Appendix, p. 21, below.
** Following p. 6.
*XX Appendix, p. 22, below.
t Presumably consisting of civil air transportation (estimated to
be 14.1 percent) and oil pipelines (estimated to be 3 percent).
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transport is somewhat understated because it excludes some investment
(that obtained from a 2 percent tax on the profits of trucking organiza-
tions and used for construction of roads).
During 1959-62, the first 4 years of the Seven Year Plan, cap-
ital investment in transportation and communications totaled 12.6 billion
rubles, or about 60 percent of the 20.9 billion to 21.4 billion rubles
planned for the whole 7 years. The 4.9 billion rubles of capital invest-
ment in railroads during the first 4 years was less than 45 percent of
the 11 billion to 11.5 billion rubles planned for rail investment during
the entire plan period. Thus rail investment apparently is lagging
significantly behind the original plan, presumably because the Seven Year
Plan schedules are not being met for construction of new rail lines and
second track, production of electric and diesel locomotives, and some
additional rail investment programs. Investment in some other modes of
transportation has proved to be somewhat greater than anticipated; in-
vestment in the maritime tanker fleet, for example, has been especially
heavy compared with the original plan.
C. Coordination of the Various Modes of Transportation
Large accumulations of ships and railroad cars at seaports, a
byproduct of a sizable increase in foreign trade, and railroad car con-
gestion at other transloading points in 1961 and early 1962 called the
attention of Soviet leaders to a shocking lack of interagency communi-
cations and coordination among responsible officials in the Ministry of
Railroad Transportation, the Ministry of the Maritime Fleet, and the
Ministry of Foreign Trade. Because of this lack of communication,
freight was often shipped by rail to ports where there were no ships to
load it, while in other cases ships waited in port for long periods
before obtaining cargoes. Ships with cargoes to unload were frequently
directed by the Ministry of Foreign Trade to inappropriate ports far
from the final destination of the freight, thus generating extra rail
traffic and adding to transportation costs. In May 1962, Khrushchev
announced the formation of a Transport Coordination Commission to im-
prove cooperation among the different modes of transportation. The
Commission was made subordinate to the Presidium of the Council of
Ministers of the USSR, and the Minister of Railroad Transportation,
B. P. Beshchev, was appointed Chairman. Corresponding commissions
were later set up in republics and economic regions. In explaining
the reason for the creation of the new Transportation Coordination Com-
mission, Khrushchev stated that on the average during 1961 there were
15,000 freight cars standing idle on the approaches to ports and border
stations in the USSR. He also reported that some Soviet vessels de-
livering freight to Cuba were not permitted to take on return cargoes
there because the Ministry of Foreign Trade had already chartered
foreign vessels to carry those cargoes. In order to avoid a repetition
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CONFIDENTIAL US AND USSR
COMPARATIVE DATA ON DOMESTIC FREIGHT TRAFFIC
1950-62
1,800.......
1, 500
1,200
9001
600,
OL_
0001-8
Figure 1
RAILROADS
(Billion Ton-Kilometers)
US$
US
1950 1952 1954 1956 1958 1960 1962
2,800
,400
000
,600
200
900 ?
600
300
900
600
300
MOTOR VEHICLES
(Billion Ton-Kilometers)
US
USSR
0
1950 1952
1954 1956 1958 960 1962
1
TOTAL DOMESTIC FREIGHT TRAFFIC
(Billion Ton-Kilometers)
USSR
1 1954 1
DOMESTIC SHIPPING
(Billion Ton-Kilometers),.
US
1111111111
0
1950 1952 1954 1956 1958 1960 1962
For elea e
1
ONO'S)
8/2v
56 1957 19
400
300
200
100
0
1959 19Q 1961 1962
PETROLEUM PIPELINES
fBillion Ton-Kilometers)
11111111
US
USSR
1950 1952 1954 1956 1958 1960 1962
I.
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Existing 1 January 1963
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Scale 1:8,500,000
0 50 100 200 300 400 500 Miles
0 50 100 200 300 400 500 Kilometers
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of such cases, the function of chartering foreign ships was later trans-
ferred to the Ministry of the Maritime Fleet. The freight forwarding
functions, however, were retained by the Ministry of Foreign Trade in a
reorganized and renamed component called Soyuzvneshtrans, which is re-
sponsible for the forwarding functions associated with foreign trade and
transit trade shipments by all modes of transportation.
There is still much room for improvement in the coordination
of transportation. Coordination in planning new construction for the
various modes of transportation is reported by the Soviet press to be
poor. For example, construction of the second port at Odessa is said
to have been undertaken without considering railroad interests, and its
construction is greatly complicating the work of the railroads. More-
over, it is apparently a common occurrence for highways in a region to
be planned by a research group without reference to plans being drawn
up for railroads by another organization. It is reported also that
some petroleum pipelines are being planned without taking into account
the planned future development of parallel waterways.
The new emphasis on coordination of the various modes of trans-
portation is probably at least partly responsible for a decision to
postpone until 1964 the revision of railroad freight rates that had
been scheduled to take effect on 1 January 1963. Complaints have been
made about lack of coordination in drawing up rate schedules for the
various modes of transportation. Coordination with the over-all re-
vision of Soviet prices, which has also been postponed until 1964, was
probably an equally important consideration in delaying revision of
freight rates.
II. Railroad Transportation
Rail freight traffic in the USSR in 1962 was 5 percent greater
than in 1961 and totaled 1, 646 billion tkm, almost 85 percent more
than rail traffic in the US and (according to Soviet calculations)
almost half of world rail traffic. Soviet rail traffic is increasing
slightly faster than anticipated by the original Seven Year Plan,
which anticipated an increase of 22.7 percent during 1959-62 compared
with the actual growth of 26.5 percent.
The growth of rail traffic has been slower in recent years than
In the past, mainly due to the changing fuel balance and the fact
that, as the Soviet economy continues to mature, shipments of bulky
agricultural products and industrial raw materials are being supple-
mented by a growing traffic in less weighty but more complex in-
dustrial products. Because of the increased use of petroleum and
natural gas, the volume of coal traffic on the railroads has varied
little in recent years. The percentage share of coal traffic in total
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rail traffic is expected to be less than 20 percent in 1963 in contrast
to 26 percent in 1958. A diminishing average length of haul for coal
has also been a contributing factor.
Petroleum traffic on the railroads meanwhile has been increasing
much faster than anticipated by the Seven Year Plan, and in 1962 it
exceeded the volume originally forecast for 1965. This increase has
posed a considerable problem for the railroads because tank cars are
in short supply and petroleum storage facilities are limited. Rail-
road officials have recently been complaining vociferously about the
lagging development of petroleum pipelines, which in 1962 carried
12 percent less traffic than originally envisaged in the Seven Year
Plan. The railroads are carrying 3.4 times as many ton-kilometers
of petroleum traffic as the pipelines, and the 252 billion tkm of
petroleum traffic on the railroads accounted for 15.3 percent of total
rail traffic. Almost half of this rail petroleum traffic could (and
presumably should) be carried by pipelines at lower costs. Most of
the rest of the traffic in railroad tank cars consists of products too
viscous for pipeline transport.
Passenger traffic on the railroads in 1962 totaled 189.3 billion
passenger-kilometers (pkm) in 1962, 7 percent more than in 1961, and
almost reached the figure planned for 1965. Other data on freight and
passenger traffic are presented in Tables 1 and 2.* Some long-distance
travel was lost to the expanding services of Aeroflot and short to
medium-distance travel to buses. Railroads, however, still accounted for
almost two-thirds of total passenger-kilometers.
About 53 percent of the 9,000 km of new railroad lines planned for
completion during 1959-65 had been commissioned by the end of 1962 (see
Table 3**), but the total reported by official statistics has been in-
flated by including transfers of newly constructed logging railroads to
the Ministry of Railroad Transportation and possibly by including lines
which did not meet standards usually required by the Ministry for ac-
ceptance for permanent operation. The plan calls for new logging rail-
roads amounting to 2,700 km in addition to the 9,000 km mentioned above.
The only specific lines reported to have been commissioned for permanent
operation in 1962 are listed in Table 4*** and total 531 km. Lines
under construction during 1963 are planned to total more than 4,500 km,
according to Soviet authorities, but only 425 km are 'expected to be
ready for permanent operation in 1963. (For specific lines, see
Table 5.t) A new rail route was, in effect, created in November 1962
by the initiation of rail ferry operations across the Caspian Sea
between Baku and Krasnovodsk, a distance of about 343 km, the world's
Appendix,
pp.
21 and 22, respectively, below.
**
Appendix,
p.
23,
below.
***
Appendix,
p.
25,
below.
Appendix,
p.
26,
below.
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longest rail ferry crossing. This service is cutting costs and travel
time for freight that would otherwise have to take a long, roundabout
rail route or else undergo costly and time-consuming transshipment
operations to and from water transport at Krasnovodsk and Baku. As of
4 January 1963, the first ferry, the diesel ship Sovetskiy Azerbaydzhan,
had made 38 trips on the Caspian and had transported over 100,000 tons
of cargo. Regular passenger service on the ferry commenced on this date.
The Sovetskiy Azerbaydzhan is designed to carry thirty 50-ton, four-
axle freight cars plus 300 passengers; it is 134 meters long and
18 meters wide and is the height of a 7-story building. A second ferry
is now under construction, and by the end of 1965 there are supposed
to be five in operation on the Baku-Krasnovodsk run. By 1970, there
is to be an additional ferry route between Krasnovodsk and Makhachkala,
north of Baku.
Investment in electrification and dieselization of rail traction
continued to be heavy in 1962, in line with the policy outlined in the
Seven Year Plan. During those 7 years, 11.0 billion to 11.5 billion
rubles are to be invested in the railroads, of which about 3.6 billion
rubles, or almost one-third, are to be invested in new electric and
diesel locomotives and electric and diesel rail cars, and 12 percent
(1.5 billion to 1.6 billion rubles) is to be spent for electrification
apart from rolling stock, plus some additional outlays for dieseliza-
tion. Electric and diesel traction are being introduced on the most
heavily traveled rail lines in the USSR in order to accelerate train
speeds and increase the traffic capacity of these lines as well as to
reduce unit operating costs (see the map, Figure 2*). During 1959-62,
2.9 billion rubles in operating costs were saved by the introduction
of electric and diesel traction. Electrified lines commissioned in
1962 are listed in Table 6** and plans for 1963 in Table 7.*** The
length of route converted to diesel traction is apparently far behind
the original Seven Year Plan schedule. About 21,800 km were converted
to diesel traction during 1959-62, and 7,000 km in addition are planned
for conversion in 1963, leaving 30,100 km to be converted in 19 64-65
in order to fulfill the Seven Year Plan goal of 58,900 km.
In spite of this underfulfillment of plans for length of route con-
verted to diesel traction and some problems in the production of new
locomotives, the share of traffic moved by electric and diesel traction
is still close to the original Seven Year Plan goal because electric
and diesel locomotives are being utilized more intensively than origi-
nally anticipated. In 1962, electric and diesel locomotives moved
62 percent of all rail traffic compared with only 26 percent in 1958.
* Inside back cover.
** Appendix, p. 29, below.
*** Appendix, p. 30, below.
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This amount is planned to increase to 71 percent in 1963 and to 85 to
87 percent in 1965. Steam traction is to be virtually eliminated in
1967.
The modernization program in Soviet motive power continued to place
primary emphasis in 1962 on the acquisition of high-powered electric
and diesel locomotives (see Table 3*). Progress on the development of
locomotive types of new design was so poor, however, that the Minister
of Railroad Transportation himself complained about the timelag from
design to mass production. In spite of supplementary imports of electric
locomotives from Czechoslovakia and West Germany, the acquisition of
electric locomotives by Soviet railroads is still running behind the
installation of the overhead wire lines for electrified railroads, with
the result that some diesel and steam locomotives are temporarily op-
erating under wires of electrified stretches. Alternating current (AC)
locomotives especially continue to be in short supply, although these
locomotives were said to constitute more than half of the new electric
locomotives received by the railroads in 1962. The TE-3 diesel loco-
motive with 2,000 horsepower (hp) in each unit was almost the only model
of diesel freight locomotive received by Soviet railroads during 1962.
This locomotive was in its seventh year of serial production and was
to have been phased out of production some time ago.
A shortage of diesel fuel has been publicly acknowledged by Soviet
officials, and a campaign has been launched to conserve it. Soviet
sources say that they expect this shortage to continue during 1963.
Conservation of diesel fuel by the railroads is deemed to be especially
important because diesel locomotives consume such a large amount of
high-quality diesel fuel (3.3 million tons in 1962, which is about
12 percent of total Soviet production of diesel fuel). Soviet diesel
locomotives still use little sulfurous diesel fuel because of a lack
of satisfactory additives to offset the corrosive effects of the sulfur.
The limited availability of good-quality diesel fuel has caused the
USSR to have a strong interest in the development of the gas turbine
locomotive, which can operate on fuel of low quality. Two gas turbine
locomotives began operational testing at the end of the year.
The freight car inventory of the USSR continued to expand during
1962 (see Table 3*), but, in an increasing traffic situation, continued
to be intensively utilized. Tank cars, particularly, seemed to be
barely adequate to meet the demand. Most of the new acquisitions were
standard four-axle types of 50 to 62-ton capacity, although a few
hundred heavy-duty cars with six axles or more were also placed into
service. Roller bearings were installed on about 25 percent of new
production during 1962, but all roller bearing cars in the inventory
* Appendix, p. 23, below.
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still represent less than 5 percent of the total. There is still no
evidence of any application of long-travel draft gear or cushioned
underframes, which have been acquired in increasing numbers by US rail-
roads in recent years in order to reduce shock and damage to lading.
Only about 17 percent of all freight cars in the USSR are now the
obsolete two-axle types. Average capacity is about 47 tons per car
compared with a US average of about 51 tons per car for an inventory
of nearly twice as many freight cars, including many specialized
types which do not exist in the USSR. The first train (30 cars) with
automatic gauge-changing wheel sets to be manufactured in the USSR
was produced at Bryansk in 1962 and is undergoing operational testing
between the USSR and the European Satellites. Several of these trains
produced in East Germany are also in operational testing. Limited
production and use are expected for some time to come.
The acquisition of additional electric and diesel locomotives and
other modern equipment and the retirement of less efficient equipment
resulted in increased operating efficiency, increased profits, and re-
duced cost per unit of traffic. Revenues were said to have exceeded
costs by 58 percent in 1962. Freight rate reductions designed to cut
these huge profits have now been postponed from the original effective
date of 1 January 1963 until 1964, coinciding with a general price re-
vision in the Soviet economy.
The cost of railroad shipments per unit of traffic decreased from
3.088 kopeks per 10 traffic-km in 1961 to 3.033 kopeks in 1962. The
reduction was less than planned because passenger traffic, which is
much higher in cost than freight traffic, was larger than anticipated.
Labor productivity in 1962 was said to have been 6.4 percent higher
than in 1961 and 27.1 percent higher than in 1958; the Seven Year Plan
originally anticipated an increase of only 15.5 percent during the
4-year period. Output per operating employee in 1962 totaled 914,900
traffic-km, and the increased traffic in 1962 was handled with 21,800
fewer employees than in 1961.
III. Ancillary Forms of Transportation
A. Motor
Freight traffic by motor vehicles in the USSR during 1962
continued to increase at a decreasing rate. The volume of traffic
by motor transport and the percent of total domestic traffic in the
USSR are shown in Table 1.* The rate of growth, 1962 over 1961,
slowed down to 6.9 percent, having declined steadily from a high of
* Appendix, p. 21, below.
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27.2 percent in 1957 over 1956. The absolute increase in ton-kilometers
was virtually the same as for 1961 over 1960 and was substantially less
than in several previous years. There was no significant increase in
long-haul trucking. Soviet intercity trucking continued to represent
less than 1 percent of comparable traffic in the US. Centralized motor
transport, or what corresponds roughly to common carrier trucking op-
erations in the US, continued to grow more rapidly than motor transport
as a whole. Small motor pools corresponding to what is known as private
trucking operations in the US continued to be consolidated with cen-
tralized trucking organizations. The centralized or common carrier
share of total ton-kilometers moved by motor transport increased to
about 28 percent in 1962.
Exports and replacement requirements are believed to have held
the net increase in the number of motor vehicles in the USSR during 1962
to less than 3 percent of the estimated inventory at the end of 1961,
in spite of the production of some 578,000 new vehicles. The inventory
at the end of 1962 is estimated at about 4,772,000 vehicles, of which
some 3,760,000 are estimated to have been trucks and jeeps,* 105,000
buses, and 907,000 passenger automobiles. Some 15 percent of these
vehicles are believed to be assigned to the military services. Table 3**
presents an estimate of the civilian truck inventory. Lack of an
adequate highway network continues to inhibit rapid development of in-
tercity motor transport in the USSR. The highway network of the USSR
during 1962 is estimated to have increased by only 20,000 km of sur-
faced roads (10,000 km of paved roads***). The Soviet network of paved
roads (about 97,000 km) is less than 4 percent of the length of com-
parable roads in the US, while surfaced roads (about 310,000 km) total
less than 7 percent of the mileage of roughly comparable roads in the
US. The US is currently investing each year about 24 times the estimated
half-billion dollars (half-billion new rublest) being invested by the
USSR in highways.
A, serious shortage of tires was the most important single im-
pediment to efficient operation of the available motor vehicles in the
USSR, beyond the general shortage of suitable vehicles and the inad-
equacies of the highway network. Many published admissions during
1961-62 of the seriousness of the situation, including statements about
thousands of vehicles standing idle for lack of tires, culminated in
Soviet production data combine trucks and jeeps.
** Appendix, p. 23, below.
*** A paved road has a surface of either portland cement, concrete, or
some type of asphalt. Surfaced roads include, in addition, unpaved roads
that have been graded with a material facilitating drainage and also
have been stablilized in most cases.
t Based on an estimated ruble/dollar ratio for highway construction
of one to one.
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public declarations at the Party Congress in November 1962 of inten-
tions to divert resources to tire manufacture and repair as well as
to research on the production of better quality tires. Some progress
toward alleviating the shortage has already been claimed in 1963, but
a Soviet article on 4 May admitted that the Soviet economy was short
about 2 million tires, as a result of which many trucks were idle.
Other less serious but nevertheless important shortages were noted
in diesel fuel and in spare parts. Repair problems continue to be
complicated by impractical organizational restrictions and general
inadequacy of facilities. The factors enumerated above and others,
including the poor quality of Soviet roads and the low horsepower-
to-weight ratio that is characteristic of Soviet vehicles, continue
to cause motor transport to be a low-efficiency, high-cost operation.
B. Domestic Water
Domestic freight traffic by water in the USSR during 1962
experienced only moderate increases and diminishing rates of growth
as shown in Table 1.* Total tons carried by inland and coastal
traffic showed only a 2.3-percent increase over 1961, but a greater
volume of long hauls between the Black Sea and the Far East (and
to some extent on the Volga and certain Siberian rivers and on the
Northern Sea Route) caused the increase in ton-kilometers to register
5.5 percent. The Soviet authorities claimed a 5-percent increase in
traffic to about 1.8 million tons on the Northern Sea Route in spite
of unusually severe weather. Tons carried on the Soviet inland water-
ways and on coastal and intercoastal trade routes amounted to about
41 percent of comparable US traffic, which reached an all-time high
of 692 million tons in 1962.
The development of inland waterways and ports continued at a
relatively slow pace during 1962. A few thousand additional kilometers
of inland waterways were opened for regular shipping, bringing the
total utilized to about 140,000 of a total of about 500,000 km con-
sidered to be potentially navigable in the USSR. Construction continued
during 1962 on the major Volga-Baltic waterway project, but no new
locks were opened. The Soviet authorities are forecasting completion
of this waterway during 1964, but the present rate of progress in-
dicates 1965 or even later to be more likely. Port development received
increasing emphasis during 1962. Considerable construction and re-
construction of piers and loading and unloading facilities was carried
out at numerous ports. Investment in waterways and ports is planned to
increase during 1963. More modern piers are planned for completion,
and 1,200 additional km of waterways are to be utilized for regular
shipping. The new routes are said to be planned mostly on small rivers
in Siberia.
* Appendix, p. 21, below.
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Deliveries to the river fleet in 1962 included a substantial
number of diesel tankers and dry cargo vessels as well as modern pas-
senger vessels of both conventional and hydrofoil types. The tankers
delivered included a number in the 600 to 3,300-ton capacity range and
the first of a new series with cargo-carrying capacities of 5,000 tons.
Dry cargo vessel deliveries included a large number of the standard
Shestaya Pyatiletka class with cargo-carrying capacities of 2,000
tons as well as additional Volgadon-class giants with 5,000-ton
capacities and the first of a new series of motor ships with 2,000-
ton capacities intended for mixed river-sea service carrying pulpwood
from the White Sea area to Baltic ports via the White Sea - Onega
waterway. During 1962 the USSR continued deliveries of pusher tugs
and dry cargo barges to the river fleet. Deliveries included the
first Soviet integrated tow -- that is, a pusher tug and barges de-
signed to function as a single unit. These taws will carry close to
9,000 tons, considerably less than their US counterparts.
The hydrofoil fleet of the USSR is the largest in the world.
At the end of 1962 it included more than 80 vessels capable of carry-
ing 30 or more passengers. Seventy of these were 66-passenger river
vessels of the Raketa class with maximum speeds of 80 km per hour.
Soviet water transport continued to operate at low levels of
efficiency. Traffic capacity of a key waterway like the Volga-Don
Canal, for example, was said to be less than 50 percent used. Targets
for the increase of labor productivity and for decreasing costs re-
mained unattainable. All steamship companies except the Volga United
lost money on passenger business. Serious problems with port conges-
tion, poor scheduling, and unusually severe weather and ice conditions
all contributed to a lack of ability to attract substantial additional
traffic or even to handle efficiently the usual traffic. Planned in-
creases in labor productivity and decreases in costs for 1963 at about
the leVels experienced during 1955-61 indicate that the USSR hopes to
recover from setbacks encountered in water transport during 1962.
C. Petroleum Pipeline
Petroleum traffic on pipelines in the USSR during 1962 was
about 21 percent of the corresponding figure for the US. Petroleum
traffic on main-line pipelines in the USSR in 1962 (see Table 1*) was
said to have been a 4-percent overfulfillment of the plan for 1962
but 12 percent short of the original goal set for 1962 by the Seven
Year Plan. Furthermore, the State Planning Commission is said to have
reduced the original Seven Year Plan assignments for 1963-65 by 73
billion tkm.
* Appendix, p. 21, below.
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The main reason for underfulfillment of Seven Year Plan goals
for the transportation of petroleum by pipeline is lagging construction
of petroleum pipelines. Of the total 28,600 km of petroleum pipeline
scheduled to be built during 1959-65, about 8,200 km, or 29 percent,
were commissioned during the first 4 years, of which about 2,100 km
are estimated to have been commissioned in 1962. The 1963 plan calls
for commissioning of 2,500 km* in addition. In order to achieve the
original Seven Year Plan goal, 17,900 km would have to be built during
1964-65, but hope of achieving this goal has been abandoned, and a recent
Soviet press article complained that even the new reduced 1965 goal may
not be achieved.
A poster at a recent Moscow exhibit showed the revised 1959-65
goal to be only 21,300 km for petroleum pipelines, while the 1959-65
goal for gas pipelines was increased by 5,600 km, to 31,600 km. Pe-
troleum pipeline construction projects compete for materials and labor
with gas pipelines, which have tended to receive priority. The gas
pipeline program is running ahead of schedule (16,400 km built during
1959-62 compared with the planned 1)-i-,300 km).
Supplies of pipe for petroleum and gas pipelines have been
scarce in the USSR for many years, and Soviet officials have acknowledged
that this shortage will also apply in 1963. The shortage of large-
diameter pipe is particularly critical. The Friendship crude oil pipe-
line to the European Satellites and the Bukhara-Ural gas pipeline, which
also requires large-diameter pipe, were both originally scheduled for
completion in 1963, but there evidently will not be sufficient. pipe
available in time to meet this schedule, because the target date for
completion of the Friendship pipeline has now been postponed to the
third quarter of 1964. The USSR has been importing some large-diameter
pipe from non-Bloc countries and had planned to increase these imports,
but instead the imports are now being reduced following a NATO recom-
mendation that member nations refrain from exporting large-diameter
pipe to the USSR. The USSR is now trying to induce individual exporters
and their governments to ignore the recommended "embargo" and simul-
taneously is giving increased priority to expansion of Soviet capacity
to produce 40-inch pipe. Soviet imports of 40-inch pipe and current
contracts with non-Bloc countries amount to about 40 percent of es-
timated Soviet requirements for 40-inch pipe during the Seven Year
Plan.
D. Civil Air
During 1962, civil aviation in the USSR continued to expand
rapidly with a substantial increase in the number of cities served,
* Other sources say "over 3,000."
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frequencies of flights, and passengers carried. This achievement was
realized by reducing fares to the extent necessary to divert some of
the medium and long-distance passenger traffic from the railroads to
the airlines and by offering more and better service. The availability
of flights and routes for the transportation of high-priority personnel
and cargo to remote areas was increased as well as the speed of de-
liverlr of high-value, low-bulk materials to bolster lagging supply
lines! in various strategic points in the USSR. In all, the domestic
route $ were expanded by 8 percent or 30,000 km during the year. In-
ternational routes were also expanded by approximately the same number
of kilometers, amounting to an increase of 60 percent. Aeroflot ex-
perieiiiced an absolute gain of 3.9 billion pkm (see Table 2*), or about
24 petcent compared with a US increase of 6.5 billion or slightly over
10 petcent, and a total airline passenger growth for the countries who
are members of the International Civil Aviation Organization of 12 per-
cent. Achievement of the Soviet passenger-kilometer plan for 1965,
however, will require an average annual increase of more than 30 per-
cent for the remaining years of the plan period.
The An-24 (Coke) turboprop transport was introduced to regular
civil air service and its production was begun on a serial basis during
1962., At the same time, production apparently was phased out on the
An-10 (Cat). The USSR started test-flying the new long-range turbofan,
the 11-62, and continued development work on a supersonic transport.
A modified long-distance 11-18 (Coot), the 11-18-I, may be in serial
production. Soviet authorities have recently been silent on the sta-
tus oP the Tu-124A and the An-10B. It is not known at this time
whether plans for the development for these transports have been aban-
doned. Helicopters and helicopter routes received attention during
the year, but the large Mi-6 (Hook), with a carrying capacity of 60
to 70 passengers, did not appear in scheduled service.
About 65 percent of the passenger traffic of Aeroflot was
carried by high-performance aircraft. The Tu-104 and 11-18 provided
the greatest amount of service in 1962; however, the use of the Tu-104
began to decline slightly, and 11-18 service showed a moderate increase.
The use of the Tu-104 should continue to decrease in the next few years,
as even by Soviet standards these aircraft are beginning to become ob-
solete. The quantity of I1-18's on hand continued to rise, as produc-
tion remained steady and few were exported. Active utilization of the
Tu-114 was expanded on routes where its range capabilities were exploit-
able. Although no accidents were reported, several emergency stops were
experenced and much time was required for maintenance. In all, only
8 of these large aircraft were produced, and indications were that in
due course it would be succeeded by the 11-62 turbofan or by a supersonic
type. The inventory of Soviet civil airliners reached a total of about
* Appendix, p. 22, below.
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1,940 as of 1 January 1963, of which about 600 were high-performance
(jet and turboprop) aircraft (see Table 3*). US civil airlines, by
comparison, owned about 1,980 airliners, of which an estimated 681
were high-performance aircraft. During 1962 the inventory of high-
performance transport aircraft assigned to Aeroflot increased by
about 130 units, while high-performance types in the ownership of US
scheduled lines increased by 105 aircraft.
The utilization rate per high-performance transport in the in-
ventory is estimated to be about half as much as in the US. The low
flying time per aircraft makes it possible to maintain a substantial
volume of reserve capacity in the inventory of civil aircraft that is
potentially available for military use, but it also reflects a strong
provincial attitude in the various territorial administrations of
Aeroflot in refusing to come to agreements on sharing aircraft or on
the use of aircraft by more than one flight crew. There was a gradual
general reduction in charges for civil air service of about 10 to
15 percent, but the subsequent demand for air transportation was still
not high enought to provide the traffic called for in the annual plan.
Although there was a general increase in the service offered in 1962
compared with 1961, there was also an increase in the number of delays
and flight cancellations because of poor flying weather and because of
Aeroflot's desire to maintain high load factors. The number of known
crashes experienced by Soviet high-performance transport aircraft was
high for 1962 compared with known crashes in previous years. Soviet
maintenance and operating standards are believed to be inferior to the
norms established by the International Civil Aviation Organization.
An increase in the quality of service and safety of operation as well
as further cost reductions will be needed to stimulate the demand for
air transportation to the planned level for 1963 and 1965.
* Appendix, p. 23, below.
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APPENDIX
STATISTICAL TABLES
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3 Table 1 3
< <
CD CD
a a
Domestic Freight Traffic in the USSR, by Mode of Transportation
-n -n
O 1958, 1961-62, 1963 Plan, and Original 1965 Plan 0
-1 -1
X X
M M
M
Mode of Original Original gf
.
O Transportation 1958 1961 1962 1963 Plan 1965 Plan 1958 1961 1962 1963 Plan 1965 Plan0
CD CD
I?3 Billion Metric Ton-Kilometers Percent of Total Ton-Kilometers I?3
a a
a a
e a i 1 r oad 1,302.0 1,566.6 1,646.3 1,682 1,800 to 1,850 84.9 83.5 82.9 82.1 77.7 a/ 1:2
gotor vehicle 76.8 105.7 113.0 123.5 146 5.0 5.6 5.7 6.0 6.2 -67 :2
aetroleum pipeline 33.8 60.0 74.5 88 185 b/ 2.2 3.2 3.8 4.3 7.9 1Z3
Civil air 0.40 0.80 0.89 1 2 0.026 0.043 0.045 0.05 0.1 -,/ (43
'Tnland water 85.5 106.0 109.8 115.4 140 5.6 5.6 5.5 5.6 6.0 -
gomestic maritime 35.0 37.8 41.9 40 50 2.3 2.0 2.1 2.0
> 2.1 "E/ ?.0
33 Total 1,533.5 1,876.9 1,986.4 2,050 2,323 to 2,373 100.0 100.0 100.0 100.0
0 100.0 il
13 Million Metric Tons Carried Percent of Total Tons Carried 13
-.1 -.1
CD CD
;$ailroad 1,616.9 1,987.6 2,077.4 N.A. 2,372 19.2 17.5 17.3 N.A. 15.6 --I
a
Motor vehicle 6,474.4 8,922.6 9,450.0 10,000+ 12,300 76.9 78.7 78.9 N.A. 80.7
cZetroleum pipeline 94.9 144.0 165.2 183 240 1.1 1.3 1.4 LA. 1.6 a
4=.
Mivil air o.45 0.84 1 N.A. 1.8 Negl. Negl. Negl. N.A. Negl. a,
>Inland water 178.3 223.9 230.0 N.A. 261 2.1 2.0 1.9 N.A. 1.7 >
gomestic maritime 52.4 54.4 54.7 N.A. 65 0.6 0.5 0.5 N.A. 0.4 a
a
I?3 I?3
03 03
a Total 8,417.3 11,333.3 11,978.3 N.A. 15,240 100.0 100.0 100.0 N.A. 100.0 a
a a
_.%
1. Percentages are based on 1,825 billion tkm for railroads (the midpoint of the range) and a corresponding total of
92,348 billion tkm. a
a
8. A new lower goal has been set, probably 160 billion tkm. A total of 73 billion tkm was said to have been cut from the a
76riginal goals for 1963-65.
Co CO
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a.
ln Mode of
RTransportation
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Table 2
Passenger Traffic in the USSR, by Mode of Transportation a/
1958, 1961-62, 1963 Plan, and Original 1965 Plan -
1963
1958 1961 1962 Plan
Original
1965 Plan
CD
CL
Original
1958 1961 1962 1965 Plan 2;
CD
ET
Cli
K3
C3
c)
c)
25
Pp
CD
ET
CI)
Railroad
IN3
?Public bus
c) Civil air
aInland water
Maritime
IN3
CD
Total
Billion Passenger-Kilometers
Percent
of Total Passenger-Kilometers
158.4
42.6
6.4
4.0
1.4
212.8
176.3
69.3
16.4
4.4
1.3
267.7
189.3
81.5
20.3
4.6
1.3
297.0
190
95.9
28.5
4.8
N.A.
N.A.
190
150
45
5
2
392
74.4
20.0
3.0
1.9
0.7
100.0
65.9
25.9
6.1
1.6
0.5
100.0
63.7
27.5
6.8
1.6
0.4
100.0
48.4CD
38.3
11.5
1.3
0.5
100.0
0
T
,iRailroad
u)Public bus
?Civil air
8Inland water
^ Maritime
? Total
Million Passengers Carried
1,834 1,962 2,037 N.A.
8,377 11,829 13,410 N.A.
8 22 27 35
102 130 131 N.A.
12 16 18 N.A.
Percent
of Total Passengers
Carried
CD
C)
5;
io
0
2,250 14.1 13.0 8.8 b/ T
22,000 to 24,000 84.7 85.9 90.3 EV clj
55 to 60 0.2 0.2 0.2 17)y 71
140 0.9 0.8 0.6 E/ `''
23 0.1 0.1 0.1 E/ li!
CD
17.7
81.1
0.1
1.0
0.1
10,333 13,959 15,623 N.A. 24,468 to 26,473 100.0 100.0 100.0 100.0
a
a
oo
(Da. Civil air and maritime traffic include international service, which
ab. Percentages are based on 23,000 million public bus and 57.5 million
-%-the ranges) and a corresponding total of 25,470 million.
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is an
civil
insignificant part of the total. CO
air passengers (the midpoints of 8
c)
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Table 3
Major Programs for Investment in Domestic Transportation in the USSR
1959-65
Produced or Completed Estimated Total at End of Year a/
Unit 1963
Mode of Transportation of Measure 1959 1960 1961 1962 Plan 1959-65 Plan 1958 1962 1965
Railroads
Freight cars Units 38,600 36,400 35,000 35,700 N.A. 340,000 903,800 980,000 1,015,000
Tank cars Units 9,500 b/ 10,100 12/ 10,700 12/ 11,400 b/ N.A. 80,000 b/ 98,000 118,000 140,000
Mainline locomotives
(all types) Units 36,000 29,000 31,700
Electric Units 435 396 557 617 770 5,400 2,000 4,400 8,100
Diesel Units 1,002 1,303 1,455 1,483 1,600 12,000 2,300 7,500 14,300
Railroad routes Kilometers 1,186 1,455 957 1,185 12/ 425 9,000 c/ 122,800 128,000 131,800
Double track Kilometers 686 545 508 584 516 8,000 33,700 36,000 41,700 d/
Electrified Kilometers 2,087 2,255 1,861 2,297 2,174 17,600 9,472 17,972 27,100 1/
Dieselized Kilometers 3,200 3,400 8,674 6,5oo 7,000 58,900 11,100 32,900 70,000 d/
Automatic block sig-
naling and central-
ized traffic
control Kilometers 1,521 1,790 1,480 2,146 2,235 18,000 to 20,000 22,700 29,600 40,700 to 42,700 d/
Highways
Civilian trucks Thousand
units 304.3 314.3 328.6 340 N.A. 2,851 1,948 3,000 3,350
Surfaced roads Kilometers 15,100 19,800 19,100 20,000 b/ N.A. e/ 235,900 310,000 370,000
Paved roads Kilometers 8,100 10,500 10,000 10,000 172./ N.A. N.A. 58,500 97,100 130,000
Inland waterways in
commercial navigation Kilometers 2,900 1,900 1,500 1,600 1,200 7,500 133,100 140,000 140,600
* Footnotes follow on p. 24.
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Table 3
Major Programs for Investment in Domestic Transportation in the USSR
1959-65
(Continued)
Produced or Completed Estimated Total at End of Year a/
Unit 1963
Mode of Transportation of Measure 1959 1960 1961 1962 Plan 1959-65 Plan 1958 1962 1965
Petroleum pipelines Kilometers 2,300 600 3,200 2,100 b/ 2,500 28,600 14,400 22,600 43,000 1/
Civil aviation
Civil aircraft Units N.A. N.A. N.A. N.A. N.A. N.A. 3,515 4,430 N.A.
Jet and turboprop Units 165 90 120 130 N.A. 700 to 800 IV 115 600 800 to 900
Twin-engine piston
airliners Units N.A. N.A. N.A. N.A. N.A. N.A. 1,550 1,340 N.A.
Light aircraft and
helicopters Units N.A. N.A. N.A. N.A. N.A. N.A. 1,850 2,490 N.A.
Civil air routes f/ Kilometers 5,000 5,000 45,000 6o,000 N.A. N.A. 365,000 480,000 N.A.
a. Taking into account estimated imports, retirements, and transfers from or to nontransport organizations. Net totals shown are, therefore,
facilities and equipment in general transportation service.
b. Estimated.
c. In addition, 2,700 km of logging railroads are planned for completion. Some rail lines planned originally only as logging railroads are
included in 1959-62 totals.
d. Plan. Progress to date indicates probable underfulfillment.
e. The announced goal was 70,000 km, but this apparently does not include all surfaced roads.
f. Including domestic trunk and territorial routes and international routes.
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Table 4
Major Additions to the Permanent Railroad Network
of the Ministry of Railroad Transportation in the USSR
1962
Railroad Line
Kament-Altayskaya
Location
West Siberia
Length
(Kilometers)
202 2/
Remarks
Last remaining section of the cutoff
built from Kulomzino, west of Omsk; to
the South Siberian Railroad at Altayskaya
in order to relieve the heavily burdened
section of the Trans-Siberian Railroad
between Omsk and Novosibirsk, where
freight density is said to be eight
times the national average and heavier
than anywhere else in the world. The
freight will consist mainly of coal
moving from the Kuznetsk Coal Basin to
the northern Urals; metal and grain
will also be important.
Mikun'-SyktyVkar
Komi ASSR
96
To exploit timber resources.
Dubovo-Dobropol'ye
Ukraine
67
To serve new coal mines in the Donets
Basin.
Syr-DarTya - Dzhizak
Uzbek SSR
110
Bypasses the Ursat'yevskaya junction
Kamenets-Podol'skiy - Larga
Ukraine and Moldavia
and serves new cotton-growing areas;
it is now carrying construction freight
to the Syr-DarTya River where a hydro-
electric powerplant is under construc-
tion.
56 Improves transportation to Rumania.
a. Of which 32 km may have been commissioned in 1961.
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Table 5
Railroad Lines Planned to Be Under Construction in the USSR During 1963
Railroad Line
Volodarskoye-Peski
Bataysk-Starominskaya
Kiziterinka-Bataysk
Profintern-Buryktal
Abakan-Tayshet
Location
Kazakh SSR
Rostovskaya Oblast and
Krasnodarskiy Kray
Rostovskaya Oblast
Orenburgskaya Oblast,
Urals
Krasnoyarskiy Kray,
East Siberia
Length
(Kilometers)
Remarks
90 Completion in 1963 is planned. This line is part of the
Central Siberian Railroad.
Completion in 1963 is planned. Grain, sugar beets, and
85 animal products will move over this line from western
and central Krasnodarskiy Kray to the port of Novo-
rossiysk, bypassing the heavily traveled Rostov-
Tikhoretskaya line.
21 This bypass line around Rostov was supposed to have been
completed and electrified in 1962, but work was not
completed. Presumably it will be finished in 1963.
70 Completion in 1963 is planned. The line, which serves
cobalt and nickel deposits, has been in temporary op-
eration since November 1960.
645
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This is the easternmost end of the South Siberian Rail-
road and is the most important line now under construc-
tion. It will relieve the main Trans-Siberian Rail-
road of heavy timber and lumber shipments to central
Asia and the Kuznetsk Coal Basin. The original 1963
date for commissioning will not be achieved, 'since it
is now planned that the last of the nine tunnels on
the line will be completed in December 1963. In 1962,
trains ran from Abakan to Kmshurnikovo, 179 km, and in
1963 they are expected to reach the 250-km mark. The
line is simultaneously being electrified.
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Table 5
Railroad Lines Planned to Be Under Construction in the USSR During 1963
(Continued)
Length
Railroad Line Location (Kilometers) Remarks
Achinsk-Abalakovo Krasnoyarskiy Kray, 276 To exploit timber resources. As of January 1963,
East Siberia trains ran to Maklakovo on the Yenisey, where wood-
processing installations are to be built. In the
future the line will assist the construction of hydro-
electric powerplants on the Yenisey and Angara Rivers
and subsequently will be extended to the Lower Angara
Iron Ore Basin.
Reshoty-Boguchany
Krasnoyarskiy Kray, 306 To exploit timber resources. Later it will be an ap-
East Siberia proach to the construction site of the Boguchany
Hydroelectric Powerplant. Commissioning in 1965 is
planned. The line is in use while under construction.
Shush' - Kiya-Shaltyr'
Krasnoyarskiy Kray,
East Siberia
100
This line from Shush' (west of Krasnaya Sopka) to the
Kiya-Shaltyr' nepheline deposits will provide raw
material for the Krasnoyarsk Aluminum Plant.
Podobas-Artyshta
West Siberia
138
This line will serve the new West Siberian Metallur-
gical Plant, now under construction, and coal deposits
and will bypass the Novokuznetsk junction.
Asino - Belyy Yar
West Siberia
200
To exploit timber resources.
Ivdel'-Ob'
Urals and West Siberia
380
This line, which is being built primarily to exploit
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S-E-C-R-E-T
timber resources, will also help to develop new gas
and oil deposits. Commissioning in 1964 is planned.
Considerable timber is already moving over the line.
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Table 5
Railroad Lines Planned to Be Under Construction in the USSR During 1963
(Continued)
Railroad Line
Location
Length
(Kilometers)
Remarks
Tayda-Sotnik
Urals
186
To exploit timber resources.
Karaganda-Karagayly
Kazakh SSR
285
This railroad to an iron ore deposit at Karagayly is
supposed to be extended later to Aktogay to form part
of the new rail line being built across Kazakhstan
and western China.
Irtyshskoye Kzyl-Tu
Kazakh SSR
172
Part of the Central Siberian Railroad.
Arkhangel'sk-Karpogary
Arkhangelskaya Oblast
200
To exploit timber resources.
SUkozero-Yushkozero
Karelo-Finnish SSR
189
To exploit timber resources.
Mikun'-Koslan
Komi ASSR
235
To exploit timber resources.
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Table 6
Electrified Railroad Lines Commissioned in the USSR
1962
Railroad Line
Length Type of
(Kilometers) Current
Vladivostok-Nadezhdinskaya 47 AC
Gortkiy-Shakhuniya 250 AC
Rostov-Kavkazskaya 241 AC
Kavkazskaya-Nevinnomysskaya 146 AC
Armavir-Belorechenskaya 112 AC
Rostov-Likhaya 169 AC
Pyatikhatki-Mironovka 311 AC
Kiziterinka-Bataysk pi 21 AC
Sverdlovsk-Shalya 136 DC
Krasnyy Liman - Svyatogorskaya 24 DC
Berdsk-Cherepanovo 70 DC
Smyshlyayevka-Zhigulevsk 86 DC
Malaya Vishera - Kalinin 354 DC
Pavlovsk-Vyritsa-Poselok 39 DC
Yaroslavl'-Danilov 75 DC
L'vov-Stryy 75 DC
Mukachevo-Chop 47 DC
Yerevan-Razdan 61 DC
Approaches to the Kama Hydroelectric
Powerplant a/ 21 DC
Total 2,297 b?/
a. Planned. It is not known whether these lines were commissioned.
b. Announced total. The sum of the listed lines is 2,285 km.
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Table 7
Plan for Commissioning Electrified Railroad Lines in the USSR
1963
Length Type of
Railroad Line (Kilometers) Current
Shakhun'ya-Kirov 216 AC
Novokuznetsk-Mezhdurechenskaya 64 AC
Likhaya-Rossosh' 277 AC
Artyshta-Altayskaya 200 AC
Cherepanovo-Barnaul 158 AC
Mironovka-Fastov 101 AC
Minsk-Olekhnovichi 48 AC
Nevinnomysskaya - Mineral'nyye Vody 107 AC
Svecha-Kotel'nich 47 AC
Ussuriysk-Nadezhdinskaya 81 AC
Maloyaroslavets-Sukhinichi 139 DC
Yasinovataya-Mariupol' 159 DC
Yasinovataya-Konstantinovka 55 DC
Akstafa-Kirovabad 95 DC
Khatsepetovka-Krinichnaya 50 DC
Shalya-Perm' 247 DC
Zhigulevsk-Syzran' 97 DC
Total 2,174 a/
a. Announced total. The sum of the listed lines is 21141 km.
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SECRET
SECRET
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SOURCES FOF. PROJECT 31.3750 Domestic Transportation in the USSR, 1902
This report is based mainly on unclassified Soviet publications and radio
broadcasts but also on State Dept. foreign service desnatches and on Air Force
and Navy repPrts, none of which were classified higher than Secret. NOFORN material
was not employed.
The principal unclassified sources wore the following:
USSR, Central Statistical Administration. SSSF v tsifrakh v 1962 goda? kratkiy
stptisticheskiy sbornik, Moscow, 1963
ITY'R Central Statistical Administration Narodnove khozyaystvo SSSE v 1901 gotu,
Moscow 1962. NmsA
Razvitiye zheleznodoronnngo transporta_v_seriletii., sbornik statey, Moscow 1900,
p. 2f,27, 236238.
1962 and early 1903 issues of the following Soviet periodicals: (includdng JPES transla-
Zheleznodorozhnyy transport Li ons)
Tlektricheskava i tePovoznava tya,oa
Transportnoye stroitellstvo
Avtorobil'nyye dorogi
Stroitel'stvo truboprotedov
Crazhdanskaya aviatsiya
Oudok
T'ravd.a
vestiya
a...Y.! y
Vodnvy transport
Soviet veeRly
Moscow News
FPTS and PPC translations of Soviet radio brodd casts
Flight International
_ . . . _ . _ . .
Aviation weekly
Soviet dorestic and international civil air timetables
C-O-N-F-I -D-E-N-T-T -A-L
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1, art ,ly t's request. _
25 Sept 63.
CIA/RR EP 63-70
October 1963
I
6ROUP 1 "7
Excluded from automatic
del/regrading and
esellealticatioN .
61
1
2 - 15
16
17
18
19
20 - 38
39
40
41
42
43
44
45
46 - 50
51 - 61
AD/RR
Filed in St/P/C
St/PR
VMR, A-18
DDP/EE
OBI/E/D, 2400 Alcott Hall
See attached memo
25X1A GG/E
Ch/E
St/CS
Chief, D/MS
25X1A MS /M
I/IS
25X1A A/E
5 Nov 63
It
It
II
It
It
It
?I 1 irlo\i
4-2 eet.-c63
MS/TR
Filed in St P C
25X1A 6t/fi
,tT4 Q p i9727.5) e, I c_4z2
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Lc/ //-1Y
25X1A
25X1A -5-
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5
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5 November 1963
MEMORANDUM FOR: Chief, Dissemination Control Branch, DD/CR
FROM Chief, Publications Staff, ORR
SUBJECT
Transmittal of CIA/RR EP 63-70,
Domestic Transportation in the
USSR, 1962 (Secret)
It is requested that the attached copies of subject report be
forwarded as follows:
Copy No. Recipient
zo ZZ
25X1A
v23 - 31
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Defense Intelligence Agency, DIA5A-2C.
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1 - Penta DIA AP 1 M
I 25X1A
DIA AP I T
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DIA AP IT
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1 - Edwin F. Jones, RFE/AC
1 - Gustav Pollaczek, RES
7 - suggested distribution for Embassies
in Berlin, Bucharest, Budapest,
Moscow, Prague, Sofia, & Warsaw
Director of Naval Intelligence, Room 5B659,
Pentagon
I - Harold H. Yokes, OPNAV, Op 922 NX
1 - LTJG Thomas G. Labrecque, OPNAV,
Op 922 N2
The dissernmat,or by
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BY:
cr,
SEC Excluded fro automatic
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Attn: Philip E. Franklin,
Transportation and Utilities
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International Commerce,
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