R E S T R I C T E D

Annex III to

Vo!. 4 Public Disclosure Authorized

TL~~~.....IL .. ~- ~ ~ ~~ ~~ .LLt. ~ ~ ~\IlI

I ~ Thisa,po.t WGS prup G olur use witiFn ine Bunk. If may not De puoiisnea nor may it be quoted as representing the Bank's views. The Bank accepts no

responsibility for the accuracy or completeness of the contents of the report.

INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPMENT Public Disclosure Authorized

TRANSPORT

IN

YUGOSLAVIA Public Disclosure Authorized

January 19, 1961 Public Disclosure Authorized TABLE OF CONTENTS

Page No.

A. GENERAL SURVEY , ...... , , ...... 1

PassenRer Traffic ...... 2 Freight. . o , ...... 2 ()ilaFreight...... 2 (a) Railway Freight ...... 2 (b) River TrafLfic * ...... Beve4 (c) Road Traffic ...... 4 Transport Alternatives

B. YUGOSLV A RAILTY.AYS...... 5

The Role of Government ...... 5 Organization ...... 5 (a) Presenlt Situation ...... 6 (b) T'he New Organization . . . . . 6 M'anagement . .0 .. e0 00. 0 . 0 . 7 Efficienc ...... 7 Ratesi e.-...... 8 (a) Freipht Rates ...... 8 (a' F~i' Rte------(b) Passenger Charges...... 9 Finrn.nti Position theof R T.J. Expansion Plans ...... a . . 10

C. PORTS . ,,...... 9 a. ..& ^ 11

D. ROADS AMR) ROAI) TRAFFIC ...... 13

Road Tr-ansport ...... 15

E. INIANDMTiATEMJAYS ...... 17

F. OTHER TRANSPORT ...... 17

G. PROSPECTS . . C...... 17

H. STATISTICAL TABLES Transport-in

A. General Survey

1. The transport system has grown rariddy since the end of the war, but not fast enough to catc1h ilr with the rarir deve 7nrment of the econoniv as a whole. As a result, the system is overloaded and at some times of the year and in some areas the railroads are unable to take all the traffic offered to them. Investment in trensport was high during the early postwar years, when it was necessary To makrne good an enoams a of war¶damage. After the break with the Soviet bloc in 1948, investment in transport suffered severe cuts, w-.rhich retarded the rehabilitation of the sy-stem. From- 959r4 onward, investment expanded again and is now running at some 20% of total investment in the economy. The structu-re of the investment as betweer. road and rail, and rolling stock and permanent way, is now better balanced than l-t was in tF.e early postwar years.

The2 main route of communication have been condi'toned by the county-vys topography: they have followed the easy paths and have avoided the mountain barrier along the Coast a3d in t"- south. As a result, the main rcutesrun northwest to southeast along the Sava-Damnbe Valley. They serve the rich agricult-ural areas in these valieys and in the north. They also provide easy access to the Balkan countries north and east of Yugoslavia and, at least relatlve.ly, to Austria, Italy and Greece. But the mountain barrier blocks access to the coast, except to Rijeka in the northwest and circui- tously-to Sibenik and Split, a litti.e further south down the coast.

3. This sericus handicap of geography was further aggrevated by the dif- ferent historical development of the northlern part of the country under Austrian rule and of the southerr part unaer Turkish rule. In the northern and richer regions, such as Slovenia, there is a fairly o.ense and modern network comparable to tha-t ln Western Europe, while in the south the trans- port system was never adequarely developecd. Narrow gauge lines predominate in the area of difficult communication and are inadequate to satisfy present needs. There are also few roads in this area.

4. One am of postwar transport policy has been to open up these less developed regIons and to create a direct access from the hinterland (around Sarajevo and ) to the sea by means of modern railways and roads. Another has been to open Yugoslavia to West European motor traffic by means of a modern highway from Italy emd Austria to Belgrade and Greece and another down the Dalmotian coast from Rijeka to Titograd to Skoplje, where it will join the other route. This policy is, in general, justified in that Yugoslevia aims to increase its foreign trade, whiclh has tended to overloed the facilities available in the cld ports and of the railroad 'lines serving them. It is also justified in that many of the raw material deposits and forests and industries based on them are located in the mcuntainous regions but are hindered in their development by the absence of easy access to the sea. This policy also sup- ports the regional development effort pursued by the Go-ernmenlt.

5. The difficulties of this policy arise from the fact thot the subsid:iary network, perhaps more than the main lines of cormmunication, is lacking in moun- tainous regions and can only he ercated At i-mIense cost. It aprears that thlis -.2 -

policy may at times have been pushed somewhEt too far partly through polit;ical pressure, partly on the basi s of too sirimle economic criteria, and partly from a certain terdency to prefeer large schemes to small ones.

6. The railways renain the dominent carriers, being responsible for about 80%6 of all inland frseiht and passenge-r traffic. Put they are l osing the- r share of the increase of traffic and, though it will be soLie years before they cease to be the largest carriers; their re'ptiv.e rdecine can be expected as new roads are built and road costs fall.

Passenger Tra.fPic

7. The railwayTs carry most of the passengers, but inter-urban Ius services, carrying 2077 of the trafflin re rn- very ra idly. the volu e of the latter services increased three times between 1955 and 1960, an co; rarisor with a 25$ increase h'U- the rai'ways, and they are taking a r-irhng shlare of' the increase in traffic. Plans for 1965 envisage that buses will carry moi-e than half the traffic that the railways do, whereas today they carry between a quarter and a third.

8. Competition from the private car is not cerious at the moment, but will contimne tc. grcw, and _t some point the rai-lAwns ard bu-os -ay begir to find themselves in the position oi other countries where the private car at one e_rd takes awa5T whiat, thL'e aiLrp'lane 'leaves atu thl-e otvhe-r.

Freig.ht Traf' ic

9. Afte_r the ralways as freight- carriers come the inland waterways car- rying one and two thirds times what road transport dces. Eut whereas the expansiorn of Linland waterway traffic has 'Deen cnly slightly, Jf at all more than that of the railways, road traffic has been leeping forward. There are planis f'or its continued rapid rate of increase, so that the ratio of road to rail taffic in 1965 (excluding road transrort on own account) would be aboat i to 6, instead of about 1 to 14 as at present. TIhe annual increase of public road traffic has been some 200 million ton/kras. in the last few years and the pluans propose an increase of some 400 raihion ton/kmrs. per year. But it may well be that the plans will be overtaken Dy the energy of the ro d transport enterpr4ses.

10. The future seems to lie between road and rail, though perhaps more could be done to develop river trensport. The slow rise in total river traffic (most of which is internttional transit traffic) has been accomranJed by a rapid rise in the traffic carried by Y. oslav enterprises, which is mainly for Yugoslavia's own needs. The plans envisage that this should more than double in the next five years. Of the other forms of transport, coastwise shipping does not amount to much, and the domestic element in this is still smaller.. Air traffic is fractional.

(a) RailI Fre ight

11. The bulk of railway traffic is in minerals arnd heavy materials. Of the total, which includes the railways' owm service traffic, about 30% is coal, nearly 20% agricultural prcducts (takina foodstuffs, crops, animals, textile fibers and fertili3ers together), with ores and metal products ni llttleir- behind. The percentage of the total ton/kms. represented by different conmmod- ;i+; ac: I.rDs cs n -rol 1 4.crVi ] ;5

Coal 29 Cre s X- rueta-l1products, et-c...... ' Building materials 11 (Note: 1959 figures

.T.rMlAL_I adw1U WU.UL JAJ are riot ava,'.letwiJ. -"I Cereals and sugar beets 8 such details, but -n,lasandu food1 pro-1ct j...... 7S1GWthev samlfe pro- Fertilizers 5 portions. See Tobacco, wrool etc., fibers, etc. I. StatIstical Appen- Cil 3 dix) raper and packinlg i Other° LOu

(kPuch the sane result comes out if one takes the distribution in terms of tons.

12. The main flows of traffic in 1958 are illustrated on the accompanying chart. The Largest stream is along the Sava between Belgrade and via Zagreb, though it is broken up into two routes between Novska and Zagreb. There are considerable flows between Ijubljana and the Austrian and Italian frontiers and to the North-East. 1 major traffic artery is between Zenica (with its steel mills) and Vrpolje (on the rmain Belgrade/Zagreb line), with a narrowing stream of traffic to Saraievo and the South. Another major artery is to the Soulth of Belgrade to Nis, with smaller flows south again to Skoplje. Most of the rest of the network is fairly lightly loeded.

13. In terms of republics, traffic flows out of Bosnia, with its large in- dustriel complex, and into the Vojvodina. There are minor net flows into Serbia Prcper, Macedonia and Montenegro and traffic into and out of Sloveria is balanced (Table 14). There is a great deal of information available about traffic flows from particular stations and areas (see Tables 12+ 15). It seems that loading points are less scattered than unloading points. There are records of seven major stations where more than 400,000 tons were loaded in 1958, as compared with 15 stations with that volume of goods unloaded.

14. The f'lows of agrlcultural traffic require some comment. Of total load- ing of cereals of 3,153,000 tons in 1958, 622,000 were imports, loaded at ports or frontier stations (Rijeka, Split, Subotica, and llaribor, the bulk coming in by Rijeka). The Vojvodina, as we have seen, shows a net inflow of traffic, and the small quantities of grain and sugar beet loaded at Novi Sad and Osijek are exceeded by the quantities unloaded, so that the railways were rather serv- ing as local collection agencies than as bulk carriers of agricultural produce out of the cistrict. Foodstuffs from the Vojvcdira either went out by road, or as finished pro6ucts. (b) River Traffic

15. Like the railways, the rivers are largely carriers of industrial groods, but they earrv relativelv little con 2I-r; of the t.rnffin in ton/rmns- in 1°5P was ores and metal products, and 22%, oil, nearly as much as the railways :n total. A great de--l of buiding materials (62° of the tomnnage) wcs carried, but for very short hauls (12% of the ton/kms.), whereas metals, oil and coal are ca-r-rled foyr -relat~txTP7-tr ong hals,il muchi ofr wrich wn-r!l~lll nodobtb + inter"- national traffic. The average length of haul of all goods was 224 kms., slightly less than the railways' 228 lms. (qI h.Ir I n ,zq rJ1 +In 0 q A;> PcRa. Tra-ffic

T6.There is pUraJctica`ll-Q no 4normat J.LL 1 -+ c.r -A. Igoods 4d port. Apart from distribution around the major urban centers, road traff:ic concentrates on the higher value/low weight goods, t1hough, because of the poor railway comr-unications in some areas, some heavy goods are carried by road, and + A_ere __ are 'I _ _ tLAhr atlarge internatv lonal roadu __freighI XI _1______.i1 whs.pftiWcarU±-e upira-- _ -- _ aeG--- ___cU!o1- parable to those of the railways.

Transport klternatives

17. It is possible to make some ccs-parisons of the transport alternatives open to users from tne receipts per ton/km. of the different branches. Average road receipts are between two and four times per ton/km. higher than those of the railways. It is admitted that railway rates are too low, and will need to be increased again in spite of recent increases and of the fact that they have increased by about a third since 1953, while the index of retali prices has only risen by a fifth. On the other hand, road receipts per ton/km. have been declining since 1955/56, The overall picture shows a fall from 40 d. in 1955 to 29 d. in 1958, a decline of more than a quarter, (figures of a large inter- national haulege enterprise from ?j.jeka show a decline from 19.6 d. in 1956 to 16.2 d. in 1959). If the absolute figures depend on the different financial practices of the two industries, at least the trends are sign ficant from the point of view of costs. Road costs are bound to fall, as road haulage expands ana roads irmprove, whereas railway rates can hardly be expected to do more than remain constant at the very best. It is also significant that -the receipts per ton/km. of 5 large expanding inland waterways enterprises dropped from 6.3 d. in 19.55 to 3.8 in 1958.

18. In the passenger field, one can see a similar picture. Railway receipts per passenger/km. are less than half of road receipts, but have been rising rapidly, nearly doubling between 1|953 and 1960. Road passenger receipts (un- like road goods receipts) have been increased slightly in order to restore a more normal relationship between passenger fares and costs. In the long run one would expect bus costs to fall in the same way as have road haulage cDsts.

19. The general policy of the Covernment is to make each form of transport commercially viable and competitive with other forms on fair terms. This policy is subject to two major weaknesses. First, railway rates are based on the traditional system of classification oy cori-modity grouLs and are un- related to the particular costs of local traffic on different lines, must vary considerably in diffferent partz of the country. As a result. oversimrlified criteria as to which traffics are best suitedJ to ralways and ro te to used in considering future investment, Th-s is unlikely to do justice to the potentie1 tiest of road traffic- These nvrsiTr,l fle criteria, .rhichjare julvs- tifiable when threre are few lorries cnd a general overloaving of the tralsionrt systerm. will become rore-c rore uinrelieble in +.th future,.IT+ beky ta ri- land waterways tra.nsport has been the uorst sufferer, though Yugoslevials cwn river t:rr,fic ha1s epndrcl -n t+h 1l f -- s

20 eCoP_n.c)rly, thei polr- rf track cost Js no nearer so'l-tior, 4- in er.y other country. Road operators pay little directly towards the cost of the roads, but makce high profits. Onl the other ^hanld, the raIlways do not pay as high interest charges on their capital, as it is believed they should. It is H;ft;n~~-14-, 1 - I.^. e..r s.k.P44 4 _3. _ _- vAs_ * 1a U V '1z)t WIJ-LI-11 liLQ;: LA-,i1R:; 1 i -t=L UIIIt Zli:>U

D. J.t UbJaV nJIlw4ys

'^ _ DU 3 ~24t-bt . f I,JV t*£[ eril

21. The Federal Secreta^riat of Lransport end Cormunications exercises a general supervision over the of a more or less traditional forL. Its action ls administrative, not directive. On the other hand, the structure of railway rates and the major investment programs are laid down speclfically :ir. laws passed Dy Parliament. In general, the construction of new lines is -proposed by the Railways, although republics can also initiate plans; for ex.armple, the study on the Belarade-Bar railway line w,as sponsored by the Cerbian Government. Republics and even enterprises can -build new lines on their own initiative but this has happened only in a limited number of cases for lack of funds. The proposals advanced by the Railways is then studied by a special ccmmission, created by the Government, and consisting of railway ex- perts, university professors, economists, etc., from outsioe the Railways. On the basis of -he report from this conmission, the Government makes a decision in principle, but the actual start of a project depends on a specific parl-ia- mentary decision.

22. The Republican secretariats also have a small part to play in railway administration. They sponsor timetable conferences for all forms of passenger transport. in the case of Montenegrc, where there have been problems of limit- ing the amoun-t of freight that can be taken by the cne railway line betweenl Sarajevo and Titograd, the Republic has taken part in discussions about priority traffics.

Organization

23. The organizational structure of the railways is in process of change. so as to increase the amount of decentralization and wor'kers' control on a local basis, thus raising productivity and initiative, while at the same time concentrating operational functions, which have hitherto been dissipated. The present situEtion varies in different areas, some havirg moved further towards the new ideas than others. In the course of 1960, a new law will introduce a new standard system, which, it is hoped, rill come into operation on January 1, 1961. (a) Present Situation

24. At the center of the railway system is a General Board (GDJZ), respon- s-bn fo 4aonl,mtbe,4n raes_4 ditibto- :-41.4 1_ of-41. - coahes- 1orce.ent enf-- of technical traffic regulations, and for the building of new lines. It con- sisted of a staff of 1,500 at the end of 195S o-ut of a total railwVay- labor force of 129,300.

25. The system is divided into 6 regions, roughly corresponding to the- republics. Esach region has lts own Regional Boaru, acting as agent of Une General Board and as a link with the republican authorities. Their total staff was less hnan Duu in 19,5.

26. Each region has a Railway Trarort Enterprise (ZTP) and Other Enter- prises for the maintenance of track and rolling stockr. In some regions, in accordance with the new ideas, some of these latter enterprises have been integrated, into the transport enterprises. Each railway enterprise controls its own fixed assets and can use them indiependently as it wishes. There are agreements between regions about the utilization of wagons, etc., as between national railway systems. Each enterprise control's its own funds, revenues being divided between regions by an Audit Office in the General Board (in effect a Railway Clearing House). The principles of revenue cisposal are similar to those arplicable to other enterprises. Revenues can be used to increase wages or invested in new assets, e.g. rolling stock. For example, in 1959 Zagreb ZTP had 2 bn. D of profits to dispose of out of total receipts of perhaps 35 bn. d. and was able to finence their purchases of rolling stock mainly out of' their own funds, These enterprises vary greatly in size; the smallest (Skoplje) employing just over 5,000 in 1958, wihile the largest (Belgrade) employed nearly 26,000 (see Table 20).

27. The other enterprises are on a much smaller scale. Total employment was just under 33,000 and receipts 29 bn. D in 1958, in contrast to total em- ployment of 129,000 and receipts of 130 bn. D for all railway enterprises (without duplication). There are large numbers of such enterprises. For example, in the case of Zagreb Region, which has the greatest amount of such devolution, there are 29 such enterprises employing nearly 12,000 people, including 14 track maintenance enterprises, 12 for maintaining rolling stozk, 1 for stores, 1 for capital investment and 1 for refitting the track. In ad- dition, the region has eight enterprises for training and medical care. All these enterpises are independent, but sell their services to the transport enterprises.

(b) The New O ganization

28. There will be no regional boards under the new svstem, but each re&ion will have at the center one transport enterprise which will be divided., in turn, into a-number' of"units (Pogons).- The-transuort enterprise will becomne primarily an administrative unit while its former powers will be largely transferred to its units. The latter will be essentially like independent departments set up for cost accounting purposes. 711ithin the general financial framework. they will have their own resonrees, will dIormnnh of their own inl- vestment, and will be able to distribute their own profits. They will con-trol CHART A

RAILWAY ORG&NIZATION 1959

Parliernt

1Rates Federal Executive Counci Ma.Jor Investment

! GENERAL BOARD (GDJZ) (l,403) Secretx riat of Transport ;Technical Traffic Regulations ______-| Distribution of Wagons & Coaches RevisJon Commission. Time tables for New Lines Rates

R E G I O N A L B O A R D S (DJZ) (459)

Belgrade Zagreb Sarajevo Ljuiliana I Novi Sad SkoplJe 1 (127) 1 (l91) , (63) l

RIAL*k/ | TRANSPORT EUilP;SES (ZTP;

.~~~~~ I

(25,889) 1 20 x) (l7,992) '(11,909) 151iu,5l)( I I

OTHER EITTERPRI SFS jBelgrade I |Z b15'7) barajevo(8,0lb) jubljana.7,O22) , Novi ad(30b) Skoplje; 4950 track 12 track rack 1 printing 12 maintenance 5 maintenance 5 maintenance ox I ior -l, rolling stock of rolling rolling stock railways S4~~ fl13-~1 1 .- 4. 1 1 Capital In- 1 br"iiteate1. 1 Regeneration of I I vestment 1 planning I old materials 1 Track re- 1 Signals fitting, 1 Maintenance of

__ ' jelectrical equipment 1 Planning 1 Printing

oX V.rsuL-wC Ln u at;%rJ &LvO =mP.u,ym%UI avL MIR U.L L7_?U Qt:PUJravtU LserPr.Ut53 Ln Sarajevo Region wrere abolished in 1959. Health service enterprises are not i e,laded nhn7w 'Pn+anl =npIo4.O"++ ini +4he ail a4ruur 1wma incO'20 2,696 in railway transport and industrial schools, not included in above tables.

Sourcet SB 2-31, Mission. CHART B

NEW 1AILWAY ORGUNIZATION

GMNERAL BOARD

// ~~~~I 1

Belgrade lZaab &ara.ievo Liubliana Novi Sadt ie (360) 11(60) A , A 7///F /R T7 TR~~SF6UNITSJ(Po~)

FriW:E17 177 Ar I1TL \7/! \\/11 T/t L7 |+t|L

/||XC" ~SBOTIONSA

NOTES: The number of Units is not settledv (there may be 5-6 in the Ljubljfana Region and 7-8 in Zagreb)p nor is the number of Sections (Novi Sad may hna v e -1,5-i6).O- - 7 - traffic within their area, and will dispose of their own locomotives, depots, maintenance shops, signalling, track and so on. Within each unit there will be smaller sections responsible for particular activities, such as the track, maintenance of rolling stock, shunting, etc., which will have their own workerst councils with certain powers. It seems that the units themselves will var;y considerably in size from less than 2,000 workers upwards; thol3Ph it looks as if most will be in the range of 3,000-5,000 workers. The central transport enterrrises in each region will f.rrv -1t general policy- and be responsible for modernization and reconstruction (miajor investment), as well as controlling wagons and coaches; so Es to serure tilrmj u±A17tion.

29. The main reason given for these changes is to ensure greater productiv- ity by relating wages more closely to efficiency, reproducing a competitive system like that vofthe ra4lwrays before 1900. -t the same time, +he system of decentralization, while rmore radical than the previous onie, will be more coherent than the presont functional siU-4 v4saon. Traffic ccntrol wil-l not be separated from maintenance of track and rolling stock. This decentraliza- tion should however not be overrated; it is expected that there will be strong central coordination and direction, both in operations and in investments. The ogn-_ization is sLtl ubeing e'labtorated ariu no nfui evaluatilon is therefore possible.

Management

30. There seems to be two rather conflicting elements in railway management. Uu, the one hand, the central offices of the railways are often run by eldecrly, traditional and efficient administrators, operating a thoroughly conventional system with a long history of traditional continuity. On the other hand, there are keen young engineers working in various parts of the system, who want to do things, at least technically, in the most modern way. They have converted the general board to the abandonment of steam locomotives and would like to electrify much of the system. Cne gets the impression that there is less resistance to the introcuction of new methods than would normally be expected. But neither of the two influences seem to be very concerned withi a proper economic apFraisal of the cystem as a whole.

Efficiency

31. The rolling stock is very old. (See Statistical Appendix.) Of some 2,300 steam locomotives in use at the end of 1958, nearly 900 dated from L920 or earlier, 700 from the interwar period, 500 from the war years, and less than 50 were built after 1950. Of some 5,000 passenger coaches, 3,000 were of 1920 or earlier, 1,500 from the interwar period, and only 500 were post- 1950. The position of wagons was nearly as bad. Of 71,200, 32,200 were of 1920 or earlier, 25,30GO from the interwar Veriod, and only 4,300 of post-1950 vintage, though these were almost all standard gauge wagons and< presumably of higher capacity than many of the older ones. Post-1950 stcck represented 2% of locomotives, 6% of wagons and 10% of passenger coaches. - 8 -

32. Horse-power capacity of locomotives actually fell after 1955, and will only return to the 1955 figure by the end of 1960 with the new diesel loco- motives just delivered. On the other hand, wagon capacity has steadily in- creased, and this year sthould be 37% above 1955, and passenger capacity shows some 20% increase. There has also been a ma-ked increase in the number of' motor-trains, though the railcars inlorted from Hungary have proved themselves badly deficient.

33. There is a great deal cf narrow gauge track of limited -carrying capacity, and only a very small proportion of double track. The eondnition of the track is one factor tenc'ing to reduce speeds of trains, which are low, another being the inadequacy of haulage power. In the pos'lran perio; a consir'erable amount of new track has been built, (often disgulsed as "staildardization of narrcw gauge", see Statistical APrr:endix). There ere sor.e doubts as to vrhether the track is always suitable for heavy diesel locomotives. It may be that con- siderable further investment in intensive r;.intenance and rehabilitation of present track is required.

34. In ef'ficiency, Yugoslavia comes cut reasonably vsell by European stand- ards= Traffic densities are lc',er than ln l-stern Europe, buIt >,igher t- in Southern Duropean countries. Utilization of passenger carriages is higher than in Switzerland eand France (though this is not an unambiguous measure of efficiency!), and the ton-kilometers carried by each wagon are higher than in every other Euroopeen country (except Czechoslovak,ia and Turkey), even though the waagons have a very small capacity, whine the turn-round time of wagons is reasonably good'. Th-ese indices not Only suL-ggestu comlpetency '2-n meetinlg dif- ficult conditions, but also spotlight the pre,sure on a system whose track and rolling stock were no designed to carry the traffic they maiage to cope with.

35. There has been a continuous increase in efficiency anZ continuous pressure orn the system in bhe 'fifties. To achieve a 4807" increase in traffic (in terms or ton-lias. and pass.-kms.) in the five years 1953-1958, the labor force increasec'uby 23%, mhi'e labor productivity improve'd by scme 20%, with an investment of about 130 billion dinars.

36. It is clear that this record justifies and requires further investment in the system. (Further discussion below.)

Rates

37. The c nerai leve] Of rates is deterrmined by rarliernent on the recom- mendation of the General Board of the railways after discussion in tUhe Trans- port Secretariat. Up to 1959, railway rates had re,.iaLn-d very low in relation to other prices. A new goods tariff came into operation on the first of JTan- uary 1960, raislng rates bY 15a,', which is expected to increase receipts by about 20 bn. dinars. But rates are still regarded as tuo low to bring in the desired return (see below), and a new tariff is under discussion.

(a) Freight Rates

38. The system is one of traditional ad valorem charges, with degression of charges with distarce, adapted to the kind of rolling stock used. Commod- ities are classified into 12 groups (formerly 25, and 8 under the new propDosalA -9-

The range of charges is in the ratic 1:5, and under the new proposals it will be reduced to 1:2.5 (formerly it was 1:14; the changes intro-duced in 1960 lowered the hi.ghest rates and raised the lowest). Before 1960, degression ,.Is greatest 4, the casaof thn cheaper ra-Set .nd le2acst in t+he case of tlie highest rates; this was reversed in the 1960 tariff. The aim of these changes was to discount the bias in fsvor of moving raw materials over long distances, and discourage short hauls of high-value goods more suitable for carriage by road,. sam.e tiaele charges were ras o-v-er a' 1east 4the direct cost ~ ~A+ ' +Ile~ ~OJiI L Li,iiQ2. Wt 4.uaIC_ u' U'. '..JV4 a U 1 .- U11L= UWLJL. U u of carriage, which was not the case formerly (it -ras even asserted that the chAarge for of lint G nte.uhocvrPefulcsso 4-rib 4_. L a . 4 L1LU 1WC 0 liuJ Z 1VUU 'll U' UU VV. '1c 4. ,V1 0 '0 ''.L transporting it). The new proposals involve greater flexibility for the rail- . . .. t' -._ 4 v - _ _ L_.n X4 _au___1_4i_ 4_1___s -_+ waysWtl11J~C2 inta .S Ullit_yhysol -iDIlUL.LU 1lc1Vt5av_h wilt: 1 ih1Lt~IIU bULordc 11'¢UU UIR11-tUZ)charges4to LLU 111tCC:Lmeet1roa l'Ut1U competiU1 I tion (but it is proposed that, if they do this, they will not be able to ask 'r--12 _ __ 4- .--. -.- -1- _ 4- __ lr - - ti. 'I,-- Par'.t-aentu ut raisa their- tarlffs or rei.1eve uneir iosses).

.3T. heS- are Dased on a simple overall tarifi per Km., which is degressive by distance. There are -tariff reductions involving 52% of all passengers. Thus, workers! fares to work are reduced by g8$,; students, other privileged classes and anLnual holidays, benefit by a 75% reduction- and there are week- end tickets at little more than single fare for return journeys. The total cost of this is some 15 bn. dinars, and, as a result, it is admitted that passengers dD not pay their proper share of the costs. For the first ti-me in 1960, lO bn. dinars will be provided from the budget to pay for these special reductions. The railwaYs would prefer to have the rates raised in order to avoid this dependence on the budget.

Financial Position of the Railways

40. Yugoslavia does not follow accounting procedures cuistomary in the IJest; for example, wages ana profits are lumped toget her' in official finEncial state- ments. In Ta.bles 13 and 16 in the Appencix, the accounts have been rearranged in order to illus-trate the profitability of the railwas, Sut the results need careful interpretation and should be considered as a first attempt in this field which needs further elaboration.

41. Retained depreciation represents about 15% of total receipts and enables the railways to finance about half of their gross investrent. It is to be noted that the mErked change in the apparent net receipts before depreciation after 1957 is almost entirely attributable to the fact that before 1958 part of maintenance was incluided in depreciation. From 1953 onward, maintenance was included under operating costs; this explains the s±gnificant increase in maintenance expenditures after 1957. At the same tiT:e, depreciation did ilot decrease in 1958 because of a general revaluation of assets. Together main- tenance and depreciation rose from 34 billion cinars in 1957 to 53 billion dinars in 1958 and 58 billion in 1059; they now represent more than 40% of total receipts. Maintenance costs alone represent abouat a third of total operating costs; this is relatively high and may involve an element of in- vestment.

42. The net operating receipts of the railway before depreciation amounted tn nrnuind 20Chiilinn *.inars in IQ58 cnd iP.9 As a resilt of the rqte increases - 10 -

at the beginning of 1960, net operating receipts are expected to attain 31 billion dinars during the current year. It might aDpear that the rate of return of the railway is not very high. However, the real situation can best be approached in the following way.

43. Deducting depreciation on the basis that the life of enuirment is estimated at 25 years, and that of other assets is taken at 40 years, the 31 bn. dinars return forecast for 1960 woulld represent a 4/ net return on the written-do-wn value plus gross investment in the years 1959 and 1960. A 5f return would require 35 n., and 6%5, 40 bn. If the life of other assets is taken at 30 years, these sums rise to 33 bn., 38 bn., and 42 bn., respectively Thui-s the 1960 operating receipts of 31 bn. do not represent an entirely inadequate return on the railway's capital. In addition, it -should be remem.bered tha so Jnvestllent expencl4 -re may have been ncluded under maintenance and that the financial situation would appear better if the accounts of the other railway enterprises perforr.ing special funct ions had been taken into account. Also we do not know whether the written-down value of the assets is real4sti-c; it mla-- be that it is over-stated because so much equipment is very old.

Expansion Plans

44. The railw&vs consider their major problems in order of importance to be. (1) shortage of locomotives; (2) shortage of carriages; (3) shortage of wagons; (4) inadeQuacy of signalling and lack of central traffic control; (5) new lines and reconstruction of main lines. If there is evidence in the past of excessive attention to the building of new lines, and this is a tempta- tuon in the future, it is not the case today.

45. The need for locomotives is obvious from the fact that speeds are low, and the stock old, and that horse-po-wer capacity has remained stagnant in the last five years, when traffic has increased by some 25%. A 41% increase in locomotive capacity in the next five years is in these circumstances not un- reasonable, when a 30% increase in traffic per km. of line is anticipated. Diesel locomctives are being provided from the Development Loan Fund from the U.S.A., and the first ones are operating on the Knin/Split line, where traffic is heavy (involvine. exports and imports) and there are steep gradients. It is expected that coaches can be provided from production in Eastern Europe, whereas wagons are built in Yugoslavia.

46. Viith the increasing density of traff'ic and the high utilization rates already achieved, modern equipment is needed for signalling and central traf- fic control. To some extent this will provide a substitute for doubling single track lines, as well as reducing the staff required for operating (though there is not expecteo to be an absolute reduction in railway staff').

47. The most controversial issue in railway planning is the development of new lines, such as the Belgrade-Bar line in particular. This project is - 11 -

still being discussed and might be postpoined for a while. However, the con- pletion during the next five years of the new standard gauge line from Sarajevo to Ploce should considerably add to the capacity of the railways and the Fort system to cope with modern traffic. (See Latter under Ports.)

48. The other topic of controversy is that of electrification, which is only being approached by stages. Work is being carried out to continue the prewar Italian system of electrification from Rijeka to Liubljana and Zagreb on lines that carry a heavy traffic. In judging the desirability of elec- trification, too much stress seems to be laid on projection of traffic density in a distant and unpredictable future while perhaps too little attention is paid to interest costs and the real cost of electricity.

49. To sunmarize, the present state of the Yugoslav railr-ys, the burden of traffic they carry, and the increasing burden that will be put on them in the next fews years justify a large investment program that wlill enable them further to expand their productivity. which has alreadv shown marked advances in the last few years. WZhat is needed is more modern equipment, modernization of track and of sio-nals and communications so that they can continue to play a large role in the economy. The traffic they carryr is largely of the type that is suited to the railwavy Tt may be that in the Innger persnen'ive; other forms of transport will become dominant, and traffic will cease to in- crease so rapidlyi, but in +he near futunre there is evneryr justification for further investment in the rail system. (See last section of report.) Mean- tAme, +tih mgoer"n .4ntis detl+te~rm4ned +t-o a +ra-ist ff to-f a 1level tr a±. whiich +thp railways can provide even more self-finance than they do at present.

C. Ports

50. Rijeka is by far the largest port in Yugoslavia, handling in 1959 about 4 million1 tor,s a year ou.U IJL tUof UU'neL JtUtL U UtLrafic1- U U 9L/7 l//2 .LLJL.LwI tons in 1959. It handled half of the total export/import traffic of 6 mil- lion tons, and praclically the wVhole transit traffic of millilon tons . Coast- wise traffic is less than a tenth of the total. The port was almost enti:-ely 4- 1- -- A -: -1 - -A4. -.A -_ -_ ; -F - -& -sAD4-A _ 4-U -Alr A es urye Ul U1 w-as A C01IU X UILU U VU1 £ i: l::UlD1,UV Ld IV U.l61 V UJ 11±J , I'V1 ple'ed. Nevertheless, it handles more than twice the prewar traffic of less thanl 1/2 million tons, with 248 less wharf space. Bfefore the war, it 'was a free port, concentrating on warehousing rather than quick through-put of traffic; today it is thle other wa,y rounrd. The expansIUl is due to the gro,wth of Yugoslavia's foreign trade, and the relative decline of Trieste. In spite of the strain on capacity (which is only rated at 2 1/2 million tons), ani the delays to shipping, Ri-eka continues to expand, though Trieste suffers from surplus capacity. For transit traffic, Ri'eka has the advantage for goods coming thrcugh Yugoslavia that there is no need to cross another frontier; wages are said to be lower in Rijeka and the port works three shifts, while Trieste only has single-shift working.

51. Rijeka is a port of call for many liner services, and one of its main problems is to provide for the separation and special handling of bulx cargoes so as not to interfere with the general liner cargoes. Among the plans f'or the general expansion of the port and its facilities is the construction of a - 12 -

bulk harbor at Bakar in an inlet a mile or two east of Riieka. Invest- ment plans involve an expenditure of 13 bn. diners in 15 years, which could be met from the funds of the port enterprise itself (unless the program is speeded up). as has beer the case with the rebu-lding of the rort (except for the quay walls, which are provided free by the Federal Government). Whether or not transit traffic continues to excend in the f'uture as fast Ls it has done in recent years, the needs of the domestic economy for imports and exports will iustiVv thi 3 invest,rent.

52. After RiiekN nooms four ports of anv size; SpTlt (nearlv 2 mnn. tonE), Sibenik (less than 1 mn. tons), and Ploce and Dubrovnik (less th-an 1/2 mn. to-ns eacb). Togetlhe.r these-q fivep nrorts lanrilp naol_t. Pnc< of their tntal ponrt traffic and iractically all the foreign traff'ic. Bat the relative importance of forPiagn tra4fic d'iffers in each port. It is rather more important at Sibenik and F'oce then et Split and very much less important at Dubrovnik. In coast-wise traffic, Split is the largest rort of Y-goslavia, followed bvy Rijeka and Dubrovnik in that order. Finally, for passenger traffic, Split rlvals Rijel&, and jc rclsel f'-101we br Sl'cenik; P.trffic + is very small, though expanding rapidly.

53. The small ports on the ALdriatic handle more coastal traffic than all the 'big5 -, togeth'er"5' an.d the S1 e s trueU± U IJLof pseg-. tf4. '1c

54 Thclev e]ipacJle Uof ujth Ull1e subsid L04Lary po.JI n L rii0 SlbenU0ikU/ SjL V, Ploce and Bar in hiontenegro) is tied in closely with rai"lway policy. The Ies,n 'ts 4.- T.'_t-- ...: I: :_4. 1 - I -1 11t 4.- 4 _-4 - - - C"_5t-- u 0LeoPV'V. ' ±li Ull lWit lXVi ±-L J ± r±ie 1 1 lill'eU Ue rie 0±Ul U for foreign trade. Expansion of treff- c here has been actually faster than

planned up to 1965. PlLns for the development of Floce and Bar are intended

uotaKne soef O1nte buruen ofl --ujeka.

55. The line from Sarajevo to Ploce links the impoitant industrial centsars of Bosnia directly with the sea. (It also prov4des the only rail access to Dubrovnik, and further south Niksic (with its new steel mills), Titograd and Bar.) Being a narrow-gauge line, its capacity is limited, and there is a 1;? IMcs. stretch between Bradina and Konjic with a gradient oI 6Q per 1,000 re- quiring a rack and pinion. As a result the capacity of the line is 2 million gl'oss ton, whereas it is estimated that the totel traffic needing to use it is about 6-1/2 million tons. (The rest either goes round to Split or Rijeka or goes by road with heavy trucks going on a rough unsurfiaced road up and down the mountains; the road is being modernized, but is only surfaced in parts.) A new standard gauge line is being built, on a largely new route, though one long tunnel was prepared for standard gauge before the war and is being used. When completed', curing the next five-year plan, the line will be able to carry 10-1/2 in. tons by steam (and 17 mnn. tons by electric hau lege, which is what the local railway administration would like to see installed). Plans look forward to a traffic of about 2 mn. tons through Ploce by 1965. The completion of this railway curing the next five years will obviously be of the Freatest importance to the Yugoslav economy, and the sooner it is completed the better, even though the total cost of the line from Sarajevo to Mietkovic (at present; 170 kms., with a further 22 krs., to Ploce) will be scme 35 bn. dinars, of which 8 bns. is for the 25 hmns. between Bradina and Konjic (to replace the present 12 km-. of steep narrow-gauge line). A good deal of the work has - 13 - already been completed, particualarly some of the most difficult and costly.

56. The case of the Belgrade-Bar line is debatable. The nort of Bar irn Montenegro is now linked to Titograd by a new standard gauge line, recently completed, and the narrow gauge line to Niksic will be ttstandardized"t bv the end of 1961, while the higchway to the Worth will have advanced a fair dis- tance. This will increase the tonnage handled by Bar from a mere 50.000 tons today to something under 1 nim. tons. The dream of linking Bar to Belgr^de, thus enabling industries to develon on the basis of the raw materials of the hinterland, would involve a total cost of 140 bn. dinars, of wfhich 21 bns. has alreadv been snent on the track from Titnarnd* of this hn-h - is for rolling stock, 8 bns. for electrification, and 77 bns. for additional con- structional work. This wunlld expand the traffic t.hrou:nn Bar to somTn 3 mn= tons. The expansion of the port is proceeding meantime, with expenditure at the rate of ahnut 1 bhn dinars a year, involving some 11 bn. dlnars fonr the first stage and a further 9 bns. for the later stages. The present rate of snpndingr will incrrease nprhasnc by7 somn 50n in +he next five years, wit+h thP equipment that wJill have to be installed. This is justified in that it will cheapen transport for the Niksic steel combinle and other Montenegran indus- tries, and relieve pressure on the line through Sarajevo. But the need for the line, at presen, is questionable because with the completion of the new motor-road linking Titograd with the North, there will be time enough to see lf tr-affic develops sufflciently. r-7. Tpina-I'', - word abou- he oranzaio-w-by 4 of pots__--4 Eac por is ,J IS , .L 1.. , 0. WUI .~U L..J.)tLAU IIU 0± b±I~/,C.)L I U0± 1j0± U'D. Ii.)POU U -LO I WI LJJ a separate self-sufficient enterprise, collecting revenue on the basis of a tariff coImori to aLl ±LIgoslaUvia. hue Federal Uo0VerrnLent is responsilble f±or certain operations, such as coast guards, port police, etc., as well as build- ing the act-ual quay-s. There is, however, under uiSCuSSiOrl a proposal to hand over these activities to new port organizations, which would be set up with participation of shipping lines, railways, etc., (much on the iines of the Port of London Authority).

58. Plans for the development of the ports in the next five years do riot suggest any excessive estimates of likely increases in traffic, witl the ex- ception of the Belgrade-Bar line. It can be seen from the table in the Sta- tistical Appendix that the finances oI the ports are in a very neaithy stELte.

D. Roads and Road Traffic

59. Tne roads of Yugoslavia vary from fine modern motor-roads built in the last few years to dirt tracks, on which little can move. In the last five years the length of road with a firm modern surface nas doubled, from 3,000 to 6,000 kns., but it still represents a small part of the total road system. Not only is there a contrast between dif'ferent parts of the country, but travel along one road for any distanoe is liable to confront the traveller with a rapid series of changes from stretches recently built with the finest surfaces, via stretches of good prewiar asphalt, which may or may not be well maintained, to stretches of unmade surface, often pitted with ruts. This is perhaps somewhat inevitable in a country lwhere road building is hampered by lack of funds and equipment, and the pressures of local authorities, who nay have different priorities from their neighbors. Off the mnain roads, in most parts of the country. there are no side roads. that can be called roads. -14-

frI~ ~ ~~~ ~- in -f-t ~ m

6U. inere is an auministrauive s-onstem OI' road ciassiica n. Tem Li road system is represented by Class I and II rcads. The financing of the construction of Class I roads is the responsibility Of the Federal Govern- ment, while the responsibility of Rep.ublican governments is to manage both Classes and finance ;;ass i. ro.ds. Ihe distribution ofi'-ass I and II roads by Republics is not quite the seme as that of roads with a modern surface, so that, as in other countries, stanc.ards of classification vary from one part of the country to ariother, and no doubt partly depend on the willing- ness of the central government to help poorer regions; f-or exarmple, in the case of Niontenegro,

61. Ignoring the rather sTecial case of Montenegro, the picture that emerges is the contrast between the very good road system of Slovenia, where there are twice as many roads with modern surfaces as there are Class I roads, and where roads are oense both in relation to area and population, &nd the sparsity of good roads in Mccedonia and the Kosmet. Taking density of roads with a modern surface in relation to both porulation and arec, the Republics and Provinces stand in order as follows: Slovenia, Croatia, Diontenegro, 3osnia, Serbia 1roper, Vojvodina, Kosmet, and Macedonia (though the two criteria do not always march exactly together). The position in relation to Class I and II rosds is not very different, though the Vojvodina has a rather high density of these roads in rElation to area, though not in rela- tion to population.

62. That one of the richest agricultural areas (the Vojvodina) should have such a bad road network is partly due to the geographical fact that good road-bui.lcing material is located at a distance from this stoneless aree. As a result, experiments have been made in tuilding foundations for roads with eart.h and loess stabilized with cerment, uhereas in other moun- tainous areas there is a plentiful supply of road-building stone. Bhut there is a general shortage of heavy road-building eqouiFment, most of which has to be imrorted from abroad, a3 well as a shortage of cement. 63. Year--to-year expenditures in the different R.epublics on new roads hve varied considerably, shifting much rore rapi6ly than total expenditure on new roads, so that no very clear pattern emerges as to the regional dis- tribution of this exlenditure. NMontenegro and Maceoonia by all criteria have done well, whereas Bosnia has done badly. This is no doubt partly due to the particular location of the expensive new motor roads, but also to attempt to bring up to standard the bad roads in the poorer renions.

64. Maintenance seems sometimes to have been neglected on what would cther- wise be good roads. But, in general, maintenance expenditure has remained more stable than snending on new roads and rodernization. Here aFain Bosnia comes out badly, and Slovenia, Macedonia a.nd Montenegro well, with Serbia not far hehind.

65= Mainroadsroad are planned by the VrPvl rvPrnnt. and sarcticrned by Parliament as Fort of the Plan. At the other e.treme, the local. roads (Classes III and IV) are looked after by the coa.nu usuallQes,] u o't fur.ds. Though economic enterprises (being represerted on the com.,unes), can exert pvre s su ree ex ls some evidence of reglect of a b- nrm,nes in favr of - 15 - ot.hpr fosrmso expenditoure, zucn as' ouinI and schcol_, uIhich make a bi'ger local apreal. In sore areas, corimunes maintain roads by direct labor, and yoth4 brl-i CT il- A1F4 4 . - cnr rr-dcomp1,t 0 m rill nvleklv than can be done by contractors, though not always more chearly. In general,

~'I j *-LA --< 1I J 0 ~- 0±4I VO _ O'1~0 Ct £4~, UI2O±_ -1- £--- o ro6.s The coilt hy ne-rj ioa-s a--.s e as n soter +cottirsb

t~~~~~~~~~~~~~~~~~~~~~~~~~ k-A l o %A.._ .__ U n.L _L LIrn4t_o-c1 the Federal Government, whereas maintenance is borne entirely by other author- itie. . u of thiso is recouujuu uy uthe colULt'-ot.nLu1 ofi ±±uiIense utlu±es uon vCi.- cles. There is nc special ta-: on petro]., though a normal. turnover tax is col- 1ec4-- T -1 I __ -- _ t_ 1 _ -- - -_ lecta I4is, ho-wt-vt_-, pro;-oste to raise 1lcense dub ' anW intr-odLUU e a petrol tax to pay for more cf the costs of the road system.

67. The density of traffic on Yugoslav roads is very low, Yugoslavia has the lowest nuumber of moLor vehaicLes per head of opulatiulon of any hurouewi country, with the excertion of Turkey. This is not due to any aesire to stifle pri-vate motoring, vhichl, witlh the production of cars iocally under license from Fiat, is expanoing rapidly. The total number of private cars increased from 15,000 in 1956 to 39,000 in 1959. Nor are motorists from abroad discouraged. There is awareness of the problems of providing adeouate service and maintenance points for this prowing traffic, ana for the needs oI tcurists. It could rather be argued that too much attention has 'oeen paid to bulii'ding the tourist road from Ljubljana to Greece, anc the road down the Adriatic, whi^h will link up with this road at $koplje, rather than devoting resources to roads which might benefit industry endc agriculture. But, of course, the expansion of the tourist trade is of greft importance to the Yugoslav eccnomy, and particularly to areas such as Dalmatia and Montenegro, which are not so rich in other resources and these roads will serve to unify the whole country.

Road Transport

68. There are no general restrictions on any kind of transport, though bus services, routes and feres are controlled by republican and local authorities, with federal intervention for inter-republican services. But there are dis- cussions in ]progress about a Federal law which would (a) recuire firms using their own transport to keep separate transport accounts, so that transport services cover their proper costs; (b) 'Limit these firms to use of their own transport for their own goods, unless they apply for en orCinary haulier's license and meet the normal obligations of 1.ublic carriers; (c) fix the obligations of public carriers, in the case of freight involving the dIuty to take all freight offered if capacity is availible; and (d) perhaps fix ceil- ings and floors for freieh-t rates. It is to be hoped that any such discussions will not lead to the restriction either of haulage on own account in favor of transport enterprises or the restriction of public roae hauliers in the a:Lleged interests of the railways, as has been the practice of many rore "advanced"' countries. At the moment, however, these are merely discussions.

69. One peculiarity of the Yugoslav system is that the majority of transport enterprises combine bus and haul..e business. The rapid expansion of bus serv- ices has been already noted. One factor responsible, no doubt, is the fact that, with the low s;ceed of trains and the low densitv of road traffic, it is - 16 - quicker to travel by roac, where the roads are good, than to go by train; as a result bus schedules often provide a faster service than even the best trains.

70. On the goods side, the large size of the enterprises is to be noticed. With a shortage of lorries. concentretion in large enterprises may have re- sulted in the highest utilization of equipment; it is also argued thlat they can more easily Provide for rarid expanrilorn o1t of their own funds. There seems however to be a bias in favor both of large lorries and of large enter- prises. The lorrr fleet i biased in favor of the laruer lorries and against the smaller by comparison with other Eiropean countries. 121 out of a total of 210 enterprises ha.ve fleets of more than 20 vehicles. There is even a Republican law in Montenegro requirinr enterprises to provide at least 300 passenger laces r 15 io

71. The creation of ne-w enterprses depends either on the pianning author- ities et the cenrter, or the industrial associations, or on the locel. communes. It seems quite likely there are uns"ti+-fiedj de;m-nds for small road haulage enterprises, which none of these authorities would see fit to provide. Central pl&,aning authcoritiLes are too remote, ror-'. haula,ge associ&tions t-e rd-,with the large organizations, and ccmmiunes perhaps not sensitive enough to needs to mee-t 9ichay GtStrp thleir zouda es. It wolu beer-rectly pos-sible these needs within the requirements of the Yugoslav economy by setting up enterl-rises to hire out lorries to 2mall men and new enterprises, which couldi themselves prevent abuses to which small men may be lieble. This is likely uoa u~~~ _ ULI L nbustrial -to oe a growing problem, and it w-l'l niot always be te case that us L enterprises will wanit tc provide their own lorries, where their needs are not met by pu'blic carriers.

72. Existing road naul&ge enterprises seem to be efficient, and expandiLng rapidly. Vlith improved roads, their costs shoulid come down, and, with a g^oss profit margin of about a third of their total receipts (this includes depre- ciation and "accumulationl', out of which profits tax is paid) they should b;e in a strong position to continue to expand.

73. A growing outFut of lorries arid buses from Yugoslav factories should enable these in the not too distant future to provide most of the industry's needs, except for the heaviest equipment and for specialized vehicles. Thnus the motor industry built 3,500 lorries and 4,500 trailers in 1959, whereas the total stock of lorries, trailers and special vehicles expanded by some 7,000 from 1959 to :1960. Nevertheless, imports are still reouired, particularly of buses.

74. The plans for expansion of public transport enterFrises, involve a doubling of capacity on both the passenger and freight side, with rather larger increases in traffic in terms of passenger or ton/kilometers. If anything., it may be thought that these forecasts are likely to be overtaken by events, par- ticularly as the road system improves and many of the uncompleted modern roads come fully to fruition. - 17 -

E. Inland Water'ayrs

75. The bulk of the traffic on the rivers of Yugoslavia is transit traf:,ic and therefore dependent on trends in foreign trade and international agree- ments while about 1,000,000 tons of exports and imports pass through river ports, which represents about a seventh of the total quantities handled at the ports. Tle evidence suggests a rather slow expansion of internal domestic traffic in general, with the larger enterprises expanding more rapidly. It is not clear that full use is made of the waterways for internal traffic.

76. There are a large number of very old barges, but a fair stock of mo-dern tu-s and tankers. Investment in ships and port equipment has been running at about 4-5 bn. dinars in the last year or two, and it is proposed to spend con- siderably more in the next five years. A large new port, for example, is being built at Belgrade and investment in ships is planned at a rate of about 7 bil- lion dinars a year, with an additional billion dinars to be spent on port equipment. Nvaking the fullest use of the rivers of Yugoslavia is obviously a wise policy.

77. The bulk of the traffic and earnings are from goods; passengers being only a tiny element in the whole pictlure. The earnin:s are sufficient to provide out of depreciation and profits for a large part of the planned invest- ment.

F. Other-Transport

78. Yugoslavia has a fleet of about 600,000 gross tons and its main ship- ping line, "Jugolinija", runs liner services all over the world, which carry 60-70% of Yugoslavia's exports and imports. Based on Rijeka, with its ship- building yards, it manages to compete in world markets, following a policy of non-discrimination and free competition without subsidy. There are plans to expand the fleet as Y.,ugoslavia's foreign trade increases, thus saving foreign exchange.

79. Yugoslavia also has an airline, "JAT"! which provides domestic and international services. A large new international airport has been starte(d near Bel-rade, and a new airport to service Dubrovnik.

8o. A word about the import requirements of the transport sector: the Railways need to import equipment, largely locomotives and coaches; rails are nroduced in Yumoslavia. For the roads, heavy road-making eauipment has to be provided from abroad. H avy lorries and buses are imported, as is equipment for sea and river norts. At the same time. Yugoslavia is beginning to export ships.

G. Prospects

81. In his speech to the Fifth Congress of the Socialist Alliance, l'arshal Tito enrvisageda total irnvestment of 1,000 bn dinars in transport and com- munications during the coming 5 years. Of the importance of transport to the "coon" in en-ablng industrial eIpansion to take place at lorest possible costs and in stimulating further industrial development, there can be little doubt. As we hz4ave seen, -h tl-^r.sn^rrt faciliti;cs in 'Yul--l.7via ar- inadec-llte 18 in terms of modern possibilities, and the rain form of transport (the rail- wyas) suffers from overloadIng of out-of-dete equipment. The road system is out-of-date £nd incomplete. Ports need expansion to meet growing foreign trade needs. The accepted pclicies cf egional developnent cannot be properly brought to fruition without further expansion of transport facilities. Re- cently investment in the transport sector has been at a rate of mnore than 100 bn. dinars a year. a large expansion is therefore envisaged, and is indeed justified.

82. Transport has a high capital/output ratio, and the expansion of trans- port facilities will inevitably involve lerge investment expenditures. But where capital. is scarce, as in Yugoslavia, this makes it all the more important to ensure that the carital is well spent and not wasted, and that c .pitel-in- tensive methods are not preferred to less highly capitalized methcds which will produce as good results. There is some evidence that this is sometimes the case in Yugoslavia.

83. No full details of the provisional plans for transport investment in the next five year.- were available at the time of the mission. !hat informa- tion is available can be surmarized as follows:

Investment Expen6iture (bn. dinars)

1956-1960 1961-1965

Railways

New lines 25. 129. Rolling stock 68. 155. Other equipment 17. 50. Other 7/!- 13 Total 183. 469.

River trans',ort l%8-1960

Rivers and ports 3. 13. Rnllina stckcd and3 rnrt, eupmen~mt 1/. IO. Tctal 17. 54.

1'?55-1959

New roads, etc. 84. (250)

Rijeka 5. 5.

(1p.a.) bn. (1 >n- Fwa7 .)

( do. ) (1.5 bns. p.a.)

Tctal(say~ ~ _ luau I VI LLL-LL1 TIhere is noth1L1 ingi.c.lude; Ae ra ve.hlcle, s l- iiG, other jo.ts, a.LJ. or P.T.T. The road figure is a rough estimate based on the expenditure in -19- the la-st fieyears, -when 3VV,00Lsofra thu.er .> c were bult, whereas it is, planned to build about 6-8,000 kras. in the next five years. It is est-iamated that aLout IlC0 lbns. wll1 'be spent on the Adlriatic road and the motor-road to Greece in the next five years.

84. From what has been said earl:er, it is clear that the expenditures on ports, river transport- adu rolling suVocu- are 'Al-y Justifie d. u es+lon s arise about the very high cost of proposals for new railway lines and the cost of 4-Li.the tourist4. roa-s.

85. The first priority for the railway system is to make the best use of existing facilities by improving the track, modernizing equipment and introduc- ing modern traffic control. The Saravejo-Ploce line should be completed; its total cost is estimated at 35 bns., of which a good deal has already been spent. ijorh on the Niksic-Titograd line also requires completion. In Tito's speech there was a reference to -the completion of the Knin-ZadAar and Metohija- Prizren lines, end to building tunnels for Eelgrade-Bar, with large scale con- struction to begin in 1965. 130 bn. dinars suggestedc for newr lines etc., is a very large sum, and it is highly doubtful if there is any real economic justification for it, when compared with the claims of other partsof the t:-ans- port sector (e.g. roads), or other sectors of the economy.

86. YModernizing the road system should have a high priority, but first should come expenditure justified in relation to the expansion of the economy generally. The evidence suggests that road construction could well be con- centrated in the industrial areas of Bosnia and in the VojvodiLna, and that priority shoulc be given to those parts of the tourist roads most likely to serve general economic needs. This includes a p.rojer road link between MonterErao and Serbia.

87. !ihen many of the existing projects are completed and a basic modern transport network exists throughout Yugoslevia, there will be a big fillip to further industrial expansion. The beginning has been made, and, in general, on the right lines. A solid drive is required to complete what has been begun and fill in the gaps; it is to be hoped this will 'nave priority over expensive new projects of doubtful economic value. LIST OF TABLES

Number

Yugoslavia, Gross Capitnl ExDenditures on Transport and Communication Facilities 19L7-1958 1

Transport Investment by Repnublics. 1958 2

Freight Traffic 3

Passenger Traffic h

Railwayv Gorls irpnffiln 5

nooi' TrLoade and TTnIoadd by Repuhblic-s 19 6h

Freiht TraffiGr hy jlajor Rivrpr .hinnina _ntrTr-seq 1958 7

Relative Transport PPrices 8

RnjI-u1t. Rollinrg St+ok 9

Tr aff I-ic^ Dns-n -ity it

vJUE L'||iU A .ii J. IL=.L.LWO> .t b1 i VJA.lss@

Rail±waty THves ,1IseJ (Grss 14-L-J4

Imports of Equ iDm-rent cnde-1961-1965 7 -ra…wayIrLeniUT1U Program 15

Railway Capital 16

Volume of Traffic at Yugoslav Ports 17

Foreign Trade at Five IMajor Ports 18

Accounts of Five Main Ports 19

Yugoslav Roads 20

Expenditure on Roads 21

Sources of Finance for Exnenditure on Roads in 1959 22

Construction and Yodernization of Roads in the Period 1955-1959 23 LTST OF TABLES (cont'd.)

Number

Vehicles 24

Accounts of Public Road Transport Organizations 25

Development of Public Road Transport Services 26

River Traffic 27

Accounts of R-iver Transport Organiizations 28 GENERAL NOTES TO TRANTSPORT TABLES

The main source is Statisticlki Bilten, no. 149, October 1959, givina figures for 1958. Earlier issues (nos. 13, )7, 58, 8, 121) have been,used where necessary. Figures for 1959 and 1960 are from Indeks, 1960/5. (May 1960), ard Mission data. Estimates are from Mlission data.

Orm estimates are in brackets. 1960 estimates are based on comoarison of data from Indeks for Jan.-March 1960 with data for Jan.- March. 1959..

References are =iv n to tal,n ir StAt-±sti.cki Bilten no.lL9 as SB. Other sources are quoted where used. Figuares from Indeks are preferred to Mission rdat+a where they are inconsistent.

nmeans Not Available. Table 1

YUGOSLAVIA GROSS CAPITAL EXPENTITUlES ONlTRANSPORT AND COF T%LiITCATIOT FAGCIITITTES 1947-1958 (In Billion dinars at 1956 Prices)

Percent, of Gross Carital Ocean Inland Airfields, Roads & Expenditure Rail- Ports & Water- AirwaK-s & Motor P.T.T. Un- in all Sectors wayrs Shippirig(a)_vays Aircraft Vehicles etc. claimed Total of Ecosor m

19)47 37.4 9.2 1.0 0.L 10.8 2.9 0.9 62.7 23.2

1948 55.6 7.4 b.0 0.4 17.9 4.2 - 89.4 23.9

1949 29.1 6.7 1.6 0.2 18.0 2.6 - 58.3 13.9

1950 28.8 9.2 1.6 0.1 12.8 3.3 - 55.7 1i-7

1951 ).7 12.4 2.3 0.3 7.8 3.8 - 71.4 19.2

1952 16.8 5.7 C.8 0.3 6.8 0.5 - 30.8 10.0

1953 1L.6 7.8 0.6 0.3 16.)l 0.r - O_O.2 11-8

I '' 16.7 11 9 11 1A 25=2 1= - 57.7 149

1Q', 2 4 11.2 0.6 0.6 3.6 _ 66.7 16.6

1956 33.2 17.0 1.8 0.3 23.0 12 - 79.L 109.7

1Q957 nl I t 30'9 1' ) 5.3 - 1 20.5

1Q I~ il P . A e_ %'

(a) Excludes inlvest;ment in shipbuilding facilities classified --s c v_-i ... 4--~ 4nves4-4-~ ~ ~ ~ ~ a~a braric'i U. industry. (b)j .LutV0 2 foruv7 roaUdra.:nport a specmLied as such plus 7.9 for Road Fund.

Source: Report by hir. Papic of Invest1ment-iie Bank. Table 2

TRANSPORT P _F BV R7,PU3LICS

(Billion dinars at current prices)

Total Serbia Croatia Slovenia Bosnia Macedonia I1ontenegro

All Transport 112.9 43.4 31.8 16.3 8.2 4.8 7.8 Percent of total investment 20.1 18.!3 25.0 22.1 12.0 14.7 39.5 Regional uistri- bution of trans- port investment %7100 3 2o 14 7 4 7

Railways 44.0 24.9 9.2 L.4 2.15 1.1 1.9 %100 57 21 10 6 ^

Road Transport 34h.b 8.2 8.8 8.9 3.h 3.2 1.9 %100 2il 26 26 10 9 5 Roeds 8.3 3.2 2.3 0.1 1.5 0.3 0-5 %100 39 28 6 18 3 is

Irland Waterways L.1 3.1 0.8 - 0.1 0.03 o.o4 %100 75 21 - 3 1 L

Por.'s & Shipping 15.3 0.01 9.6 2.0 - - 3.h ,%100 C).1 63 13 -- 22' Air 1.1 8.2 8.8 8.9 3.h 3J2 L.9 %100 90 - - - -

-P.T.T. 5.6 3.0 1.1 o.6 0.6 0.2 0.1 %100 52 19 10 10

Total Investments 100 40 23 13 12 6 h National Income 100 36 27 17 13 5 1L

Note: There is a small undistributed residue i ncluded in the totals.

Source: National Income 1958 from Indeks (1960/4), p.57. Other figiires from report by Mr. Papic of Investment Pank. Tab:Le 3 F;IIGH T TRUAFFI C

(Million Ton Kilometers) EstiDw,te Foreca,st Index hNuzbe:r mjU~~n -- U155 :192 _ 1953 17-5 1955 19'56 15157 i958 :959 1960 1965 9_ 915 Railway's 8,383 8,817 9,571 11,577 11,869 12,984 23,031 13,9974 14,500 19,000 125 1.31 Inland wat&erwNs 1,929 1,756 1,992 2,106 1,776 2,221 2,413 2,623 (2,308) If 110 in Public road haualaget -- 1 5 1.33 145 180 2o6 560 816_ 1.,06 3000 603 276 vkL plari1public carriers 10 427 10.,706 93 6 3 3 135 S5 4 16.0014 17,133 7,89 n 12

Coastwise shippLng 174 144 166 231 209 228 259 " " n U (domestic shipping trade) -l39 170 166 of n n nli Ldland & coastwise 10 601 10.85 11.874 14,094 14 15782 16 263 ' ……6…

Othe rMa haulage 799 945 " ' n n I MAL. roa2 halaae… 1 148 1.505 ;UL s ing 12,315'; :13,370 13,427 16,010 17,261 21,895 26,420 31,986 34,299 67,900 214 198 Air C03 0.5 _ 1.0 _ 0.8 0 .' 0,8 1.0 11.0).t7 n 13 95 100 109 131 135 1]47 148 158 1614 215 100 100 108 112 116 InIan tWater a^ 86 100 109 135 L55 262 160 64 8117 2,2!.6 100 160 2314 311 860 Public road hauaM( 110 100 113 120 101 126 137 114 131. 100 109 M i JUL il Publc carriers 97 100 109 129 :129 145 149 163 167 =_100 103 112 115 1tble 3 (caatirmed)

E3timate F'orecELst Irndex minber M2 19>2t53 1954 __12 1,°256 U57 '1958 - 2189 I59 _l61960-520 -M) 5

:as Ud38 chipingK 32 ]LLOO 1315 160 145 158 179 a 100 UI4U DOMesIA 8 gicMIz 100 97nnH 98 100 109 130 130 145 150 100 103 a Cther road bau3!e 100 18 P aI=ro`aTE2 e lQO 131 P Aiff-alga2a92 :10o 100 120 129 164 198 239 257 50EI 100 1.21 146 157 310 Air 76 100 214 150 1r0 150 174 200 (200) n __- _ _ _ _ _ ~~~ ~ ~~~~~~~100n-6 _ 11zJ (]3)_ n

Skotes SAd.pplng flgures converted fron ton-rdles at 1 nautical mile per 1.85 km. Earlier estimates of road haulage on own account shorw figures of 81b6 foor 195 1 lt;7 far 29V9. a mea Nbt avaialMLe. Piblic road hau2lage refers tonly to Road Trnaiport lhterprises. Railway figuresi incl.ude railway service traffic.

Eburce: :3, 1-1, 3-10, 3-11, 4-2 and p. 124.. (SB, No. 12L, L. 110). 'rable 4

PAS INGER TRUFFIC

QU.lion Passenger - Kilometer) Index Numbers Estimate Forecast - __w_I9 1 192g 1953 19'ls 1955 l956 _ 1257 1958 1 959 9 - 1955 1_9__0 &taUlwJqEW 4,815 5,9&1 6,t188 7,533 J,314 8,059 8,877 9,250 9,470 12,860 126 136 Public roal transport 417 59 692 8614 966 1,34t6 1,760 2,331 (2,730) 7,000 324 250 :rnlazxi waterways 24 27 39 42 _ 21 _ 27 .30 26 (10) 30) (2h) (30) 8 X 1n- 5;.i25 6 6.557 7,19 8- .439 W30 1 9.432 i0,667 31iO07 12,210 IZL§2 _ 163 CDoastwise ohippin 1352 392 207 231 250 287 3412 n n AL sa.ppLng 16] _2 CN 2 _ _ 239 257 2914 35'9 .348 398 398 167 C100 lUrban tranaport n n 15i 1,935 n n n n *r_29.3 53 606o 82 (122 ) 2 Itnde flmbwera 83. iC10 108 121 lZl 1333Lt6 153 156 212 100 LlO 115 118 160 Pub1ia Road tranapart 76i iC1) 126 157 176 245 321 1425 (497) (1,275) la) 1.31 173 (203) 520 :W1d waterways 85 l10( 144 156 78 101D Lll 96 (37) (111) l)0 LLL 96 (37) (111) ALU iniawd WC' NC10 L1O 127 125 14:2 1651 175 184 300 1() 113 123 129 2L1 Coaetwin upping 79 WC) 108 120 130 149 178 n 100 119 ii f lUL 9shipping 79 lC10 105 117 126 1415 176 171 195 195 100) 122 :118 135 135 Uiran trenwport a 1)L40

Air 831 lC100 14 172 166 18.3 207 283 421 ______ra10D) 113 155 230 lotcs: Shbipping figures aonveirted frcao passerger-miles. Inland waterways figures for 196S5 put in as estimate to co;plete total. Public road transport aexludes unban services. Uip to 1954,, railway passengers from other countries or in transit are excluded (index numbers have been dhained). * misaw.: Not availabl.e. bccu.c. Statistical ]Bulletin, 1-1, 1-6, 2-;L4, 3-9, 4-5. Table 5;

RAILWAY CCODS ThA FFIC

Million Production b of % o Ton-kms. T_Ind.ex Thousand Tons Ton-knms. Tons 1953 1959 1953-19599 1953-- 1953 1957 1953-19 1959 1959

Total 8,817 13,974 158 21.1 39,335 60,686 154 100 100

1. Coal 2, 125 4,178 197 180 10 420 18Q93L1 182 30 31

2. Ores and concentrates 439 1,073 2414 180 2/ 1,1463 4, 436 303 8 7 ,. JNon-metals 277 4514 1614 2C)1 1,1514 131429 12h 3 2 14. Metallurgical products 5145 840 154 211 3/ 1,565 2,1181 159 6 t AlL 2-4 1,261 2 367 1818 l14,182 8,3L5 200 17 114

5. CEmient 3,52 223 63 1,01.9 l1:L91 117 2 2 6. Othex mineral building materials 984 1,321 13y4 7,2Q2 9,917 136 9 16 All 5-6 1, 336 1, 5414 1i6 164 8 O13 1 1 18 7. Timb er 915 869 55 3,957 3.,783 96 6 16 8. Fue:lwood and pulpwcod 4l43 540 122 2,000 1,989 99 14 3 All 7-8 1 358 1 408 1014 169 5/ 5^ 957 5,772 97 10 10

9. Cereals, etc. 820 972 119 2,1476 3,L36 127 7 5 10. Sugar be e 89 108 121 1,191 1,1426 120 1 2 11. Fertilizers n.a. 692 n.a. n.a. 2,:L75 n.a. 5 4 Al-.909__*j 2 772 n.a. _ 3,667 _ 6 73 .a 13 1

12. Oil 278 436 157 25[3 1049 18330 174 3 3

13. OLtber 1 550 2,270 5,749 7,960o 16 13

(continued ) Table ' (continued)

fi;llion Production % of % of Ton-kms. % Index Thousand Tons % Ton-kms. Tons 195 g3 159 19531 59 1959 -1 959 195 9

19)58 1956 1958 5 4 13a. Animals and foods 706 - - 2,046 b. Tobacco, wool, etc. 86 - - 227 1 0.4 & f'ibers [ 4 c. Fertilizers 607 - - :2,315 68 - 238 1 O. d. Paper and pacldng 7 7 e. Ot,her 958 - - 4L,oL4 1 19 15 f. All (a-e) 2, 427 - - 8,830 g. Less t1han carLoad ex- press & registered 2 2 freigfht 315 - - 1,169

and 1959 are about Note: 1959 figure,s are not available for minor groups, but percenitage distributions for 1958 identilcal for all k-nown categories. Interrnal service traffic included..

Sources: S.B., 2-17, 2-18, Mission data, Production Index from Indeks (1960/5) 1.5.

Fo tnot'es

1/ Fe=rrous metals 2/ Non-ferraus rmetals 7 / Metal manufacturing Co nstruction materials Wi-Jood products CruLde oil. Table 6

GOODS LOADED A"ND UNLOADED BY RTPUBLICS 1958 (thousand tonss)

Unload- All % Loadines % ings L

Total 106,553 100 53,678 100 52,875 lCO

Serbia 33,796 32 1M, 200 28 18,596 35

Serbia Proper 20,206 19 9,396 18 10,810 20

Vojvodina 11,778 11 bL,891 9 6,887 13

Kosnet 1,812 2 913 2 899 2

Croatia 29,11X7 27 1l,77L 28 14,373 27

Slovenia 14,976 14 7, 394 1L 7,582 lb

Bosnia 24,752 23 1L,985 28 9,767 18

Macedonia 3,091 3 1,030 2 2,061 h

M4ontenegro 791 1 295 1 96 1

Source: SB, 2-38. T.'TTLT r`TlM MT-,.''rr, 1-r TTffnJ PrIrTR-fl TrIPPI-Tr'TTrYr,TMr T t'PPTYETC 19-I58 £ThIL~IIUll I I AJ?iXr -U DYL f±VsW7JIhAJUL 1±-.V - AU I ALI l-L IJL~IIJ, .J7 )U

li31iof Ton,/kmfl. ,S *JU0J 1VkiS d

All i9 A98 100 6,6n1 10C

1. Coal i78ei2 229__; 2. Ores, etc. 226 15 226 3. lon-metals 4h4 °4 J L. Metallurgical products 99 7 87 1;

All 2-4 379 25 377 o

5. Cement 7 0.5 22 0.3 6. Other building materials 172 11 4,119 62?

All 5-6 179 12 ,l 14l 62

7. Timber 18 1 68 1. 8. Fuelwood and pulpwiood 105 7 125 2

All 7-8 123 8 193

9. Cereals, etc. 166 11 237 1 10. Sugar beet 6 0.4 99 2

All 9-10 172 11 336

11. Oil 325 22 415 6

12. Other 1141 9 990 1Y

Source: S.B., 14-8

Note: This covers ten enterprises. Table 8

MALTI-VE TRANSPRTr- PRICELS

Receipts per on/kn. or passenger/km. (ddinars) Estimate 19'3 195li 1955 1956 19/57 1958 195-9 19O0

Railways 6.7 6.6 6.9 8.3 8.2 8.3 8.3 9.1 Inland Waterwars - - 6.3 6.2 b.1 3.8 - - Road 36 39 40 39 32 29 - _ "Autctrans" Rijeka - 15.1 18.3 19.6 17.7 17.0 16.2 -

FPSSENGER Railways (a) 2.0 2.2 2.3 2.6 2.6 2.6 2.8 (3.7) (b) - - - - 2.39 2.38 - Inland W.Taterways - - 2.9 l.3 2.2 2.3 - Road 4.9 L.6 5.0 5.2 5.2 5.7 - "'Autotrans" Rijeka - 7.6 6.2 6.1 6.3 6.3 6.7 Urban transport - - - - L.0 4.ts -

Receiots per veihicle/km. Br):.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~D

'ireiqht 99 115 129 132 127 139 Passengers 106 108 117 119 116 137 - _ Urban ti-ansport 62 67 75 86 97 109 - -

Retail Price TndRx 100 95 1Q5 109 110 lib, 115 121

S-i0,rces: SBR 2-b 2-33j )4-5 11 -iL s-iL -9. 7-1= Retail pri rP index- from Tnrleks - (1960/5), p. L2.

Notes: Road transport - The coverage is the same as in Tables 3 and 4, though receipt+ hIe onlyr il-Iv -rl +hos from -n a g oods, and not ohrrl-h.v receipts ofr passenger and goods services. Inland waterways - five enter- prisEsO~ ~ ~ P~,Rall-zays - -a11,l goodsn re eit er~v rcr.rnr^5 +n,8 /L'-m, (transport receipts only for 1957 and 1958 are 8.0 and 8.1 (dinars). Ra-il- ways ( a); pa_senger breci ts in clu ding - a i l A tr; A-,A Tyr passenger/kms. excluding passengers from abroad and in transit. (1960- all passenge.r /.lx,. )-Pi1,- (b =4 reeit from- tra.spor o~ , di,.4eA,s by..~Ul1~/ p.aL sie ~J.LVWajr/ksl I \ LI/ - J.tUa -.Ili si oL tlgdata. U I by total passenger/kms. rlAutotransfl - ilission data. Table 9

RATLU4AY ROLLTING STOCK

Date of IMianufacture of stock at end~o(f 1'8 Sto)rk Indexz Ntimhers

UTp to 1921 1941 1951 1960 1965 1920 -Lo -50 *-8 Total 1955 1960 1965 -1955 -19?60

Locomotives

Steam 870 726 615 44 25255 2,317 2,247 2,211 97 98

38.6 32.2 27.3 200 100 -

Dlesel = - _ 09 9~~~~~~~-- 81 201 - 248 Electric - 17 - 1 18 18 28 188 156 671

All 870 743 615 54 2,282 2,335 2,356 2,600 101 :110 UT 0 (,cnnCA' 1.-7 e,r't i ' noro n 11. H.P *'00 - - _ _ 1.~JJ 1,569.L67 J U £j570 ±U910 L4.L

NlUIjbJr (!000) 32. 25.3 9.3 4.,. 71.2 67.1 730 83.0 110U 113 -45.3 35.6 13.0 6,1 100 - - - - -

Cm .4ing C cacity - - - - i 254 ,0O88 1,489 2,342 137 157

Passenger Carriages rassenger a oer- vice Cars 3,023 1,490 320 511 5,573 5,545 5,890 7,350 106 125 % 56.6 27.9 6.0 9.6 100 - - - - - Motor trains - 21 3 35 59. 39. 121 189 310 156 ('000) Passen- ger places - - - 198.0 191.8 232.0 327.0 121 141.

Narrow-gauge rolling stock included in above, 1958

Steam locomotives 542 H.P. ('000) 151 Wagons ('000) 9.8 Carrying capacity ('000 tons) 115 Passenger & Service Cars 938: Passenger Places 17 I

Notes: Wagon carrying capacity for 1960 and 1965 estimated from figures given to Mission on basis of percentage increases on 1956 (1956 data given to Mission are different from published figures). Passenger cars by dates of manufacture exclude 229 postal vans included in total of 5,573 for 1958. Passenger places only include carriages, and exclude service cars and motor trains. Motor trains had 7,400 seats at the end of 1958.

Sources: SB, 2-7. 2_-8, 2-9, 2-10, 2-11, 2-12, 2-13. Mission data. Table 10

TPtAEFIC DENSI.TY

1960 1965 1:953 195h4 15155 15'56 15957 1C58 1C959 19s60 1965 1 T59 Irndex Numb)ers Length of line (kms) 11, 619 11,622 11,652 11,73• 11,76C) 11,787 11,80() 11,885 12,18:L 02 .102 .Double track 687 692 690 695: 695; 695 . * . . . Standard gauge 8,720 8,713 8,703 8,826 8,87hi 8,996 9I00() 9,068 9,512 :Lh :105 Narrow gauge 2 899 2,905, 2,909 2 909 er,886 2, 791 2'80 ) 2817 97 95

Train/kc:ms (000) (per year) 63,280 68,998 77,217 79,516 85,1b0 89,073 , . .. . . Lhl , . . .Passenger 28, 89 32,165 36,339 37,509 359,636 39,973 ...... :L140 . :re-ht 34,791 367o.833 4OO 28 42h9o07 4590C) o5 .. .. . -L41 Tra:in/krms per km. of line (per day) 14 9 16.3 0 1.8.2 18.6 1.9.8 20.7 * e A * * :L391 .. .. .Passenger 6.7 7.6 8.5 8.8 9.2 °.3 .1. .. .. L39 . IfrEi ht 8.2 8.7 9.6 9.8 1.0.6 ll.4 * - * . * . 139 . . Tra:Fffic Units per km of 1ne (000) (per year) 1,201 1a,3] 1,5b5 I,5)4l 1,692 1,761. l,86!f 1,908 2,275 1J47 :123 130 Pass/kms pPer km of :1ine 518 562 6246 623 685 753 784 797 1,05' 1LL L23 L32 Ton/1kms PEr km of line 6083 752 899 921 1,007 1,008 1,08C) 12111 1,42() JL48 L2I4 L28

Notes: Train,/kms per km of line per day are the same as those shown in Chart XJI: of Ann-:Lal Bulletin of Tran,port Statistics for Europe 1958, (U.N.). Pass/kms and ton/kmis per kmi of line per year are those showln on- Ch XIV. Pas7skms include passengers from ablroad. and in transit. Ton/kms only include com- mercial traffic. Traffic units are made up by adding pass/koms ard ton/kis.

Sources: 53, 2-l, ;2-, 2-30. (1959 track from Statistical Pocket Book. ) Mission data. Table 1-;

SEULFCTT'D INDIC-1TS OF RAIIWAY P TPF-'30' ANCE

Indiex Niuxbe:rs 1' 1965 3953 1954 1955 1956 1957 1958 195,9 1960 .L965 73- 19-; l97 Passe3nger Traffic

1. Average length of journey (ms) 46 44 Lk6 U)6 O7 48 49 loh 2. Average number of passengers per carriage .. 27 27 27 27 28 3. Average number of'sats Der carriage 47 48 49 50 50 51 1.:109 4. Seating load factor % (2/3) ., 56.3 55.1 514 54 54.9 ,,. 5. Pass/kms per carriage per year (coo) 1,615 1,6,91 1,92'5 1,8614 2,029 2, 195 . :L36

Goods Traffic

6. Average length of hauL (ims) 231 2125 238 232' 234 233 a. .. .. 101 .. 7. Average wagon. capacity (tons) 15.9 15.9i 16.2 16.7 16.9 17.6 ,, 20.2 28.2 :11 :125 140 8. Average wagon load (tons) 12.5 11.6 13.0 1'3.2 13,3 13.3 , .. .. :106 .0 (A 9. Load fact-or % (8/7) 78.6 73.C) 80.2 791.0 78,7 75.6 ...... 96 .. 10. Ton/kms per wagon (000) per year 119.6 131.5' 16.0 158.4 173.1 L67.C 174.6 179.3 208.4 140 .115 116 YL. Average wagon turn-round time (days) 8.8 7.3 7.2 7.1 6.6 6.8 ,,. .. .. 78 ..

Notes Passenger traffic. Line 1 excludes passengers fronn abroad or in trans:Lt up to 195)4. Lines 2,3 and 5 are in principle the same as the figures on Chart XV of Arnual Bulletin of TrasortStat:iLstics for Darope 1958 (U.N.). Total passenger/knms are taken. The number of seats excludes motor traLns ulp to 195'T1ut-this makesTTittle diff erence). Goods. I'he data refeir to connercial traffic, (]Estimates are made for 1960 and '1965 on 'basis of the relationship between commercial and total t,raffic in 1958/9). The figures are in principle the same as those shcwn on Chart XVI of' Annual Bulletin. The figu:res shown on the charts dlo not a:lways seem correct.

Sources: SB 2-1, 2-30 (for lines 1 aLnd 2); 2-9, 2-10, 2-14 (for lines :3-5); 2-12 jfor lines 7-8); Annual Bulletin for lines 6 and 8. Table 12

RAILlAAY LABOR FORCE Ai'D LABOR PRODUCTIVITY

1958 1953 1951h 1955 1956 1957 1958 1953 Indexes Total Personnel 105,079 111,598 120,409 1!8,240 124,950 129,293 123

Administrative staff 2,856 3,619 4h,871 5,115 5b61O 5,977 209

schools - - - 2,292 2,696 - Other%+V,-- 102, 1V7 QV7n 1-1L ,3 11)-1 1 ff 11'7(v.O7 Io 2 118

'JUJ.JA.~~~~~~~~~~~~~~~~~J. JL.qL(...)~~~~~~~~~~~~~~~~~~~~~~J.J 87 7 / IJI A~- '~- -- '_ ,A," - -, '- ,A,- , A, - ka) i-aLLway Iranspor, 00Li4L4 Of 40( OY W4)L OY/, 4e (0 10( OO,U) _ 1) Station staff 4 47 . 57 79 0 - 2) Round house staff 28,505 22,274 22;799 23,600 2h,j677 27,659 - 3) Signalling & T.T. 1,602 1,439 1,577 1,615 1,652 1,787 - 4) Track maintenance - - - - 5,061 9,960 - 5) Other separate sect. - - - - 1,018 2,775 - (b) Other Enterprises 35g769 4O,512 46,084 h33,183 38,461 32,589 - 1) Track maintenance 34,b17 29,S.147 33,724 3Us55) 252ozu 20:873 - 2) Repair of rolling stock - 9,470 10,124 9,784 9,541 7,570 - 3) Other enterprises 1,152 1,895 2,686 2,840 3,300 4,146 - All Track Maintenance N2orkers 3h,617 29,147 33,274 30s559 30,681 30f.833 -

Labor Productivity

Ton/kms per worker (000) 76 78 87 91 95 92 122 Pass/kms per worker (000) 57 59 63 62 64 69 120 Traffic units per worker (ooo) 133 137 150 153 159 161 ].21 No. of workers per 'an of line 9.0 9.6 10.3 10.1 10.6 11.0 121

C-ross Receipts per VIcrker (000 dinars) Transport enternrises 996 1.079 1.283 1.529 1.,78 1.3h6 139 Other enterprises ,. .; .. 626 797 895 (a) .. 1,200 1,272 1.232 Overall (b) 637 687 792 971 1,026 1,007 158

Notes: The organisational division of staff changes over the period, e.g. track maintenance staff are not aiven rately for Pnt±rnriqPe.q in 1953. Tot21 personnel in 1953 includes those building railways. Employment figures as

Traffic units: Pass/kms. plus ton/kms. (commrercial traffic only). Gross R>eceipts per I.Trve1r: A11.inistratlnilYn annz other-V staff' areO lnncluded intrnpt enterprises, Duplication is involved in that receipts of other enterprises are included in costs of tra.sportU e.p.is "Oerl'--4 1 a-1 up re- ceipts of both sectors. "Overall (b)" represents receipts of transport,

en1uerprses V.-eby totadl er,ployees ln transport - -4LIL en terprises Sources: SB, 2-1, 2-31, 2-33. Mission data (receipts of transport enterprises for ,on fff \) Table 13

INCOMTE ACCO UNT OF THEiYUGOSLWV FbILIWJAYS

(bill ion dinars)

A C T U A L EF,S T I AiA T ,, 1955 1,956 1957 19568 % 1',1 1960

I. Receipts, total 935,387 114,760 127,823 130,182 100 13215 10 16_,602 Passengerxs 17,251 1844.90 20,504 22,345 17 25,052 18 35,350 Goods 72,83:6 89,509 97,5155 98,366 76 105,365 76 120,612 Other l;,3()0 6,761 :LO,6lo3 9,471 -- ~~~Ohr 6=76 lo,= zi6b. 7 7,800 6 88.Gho .640 YC II. Operating costs total 66,57 77LL14 84,909 106,698 82 119L72L' 87 133,90() Maintenancee-751 17,828 1L71683 33.425 26 37,097 27 37.875 7rackc1.3()9 7 311 -7.3-11 -8 9,902 7 10,222 5 .o1io Lng ,tockc :LO 282 10 L 17 LO 372 25 2 104 19 27 195 C2 27 653 Traffic & conmunications '3, 9_O1521 TT3___5T _7_7 S53 - I Overhead costs 998 1,245 i,504 1,61!7 1 2,598 2 3,010 Auixiliary & sundry activity costs_33,607 6_459 9,183 8,06o 6 6,500 5 _ 04OH III. Net operating receipLs (I - II) 28,793 372oh 6 __ J!2,8!4 23,h81h_ 18 18,1091 13 30,702 IV, Depreciation 16 0[5 16-330 1671 19,L 6 7 15 2071 1 _ 2819 V. Net OPETrtLng receipts after deduct- ing depreciaJ. on 12,738 20,716 262183 3 17 3 _2,260 -2 8,883 VI. Interest chargeBs on fixed assets 2/ -3975 4.308 _ 31 _ VII. Net profit after deducting interest chares On fi:xed Cassets 8 7 16,h08 2652 3,917 -2,2602683

Source: Mission dats. SB, 2-33

A,/ Non-cons591idate.d accoUrts, excluding track,, repair and mainter1(ance enterpiiSeS. S/ Interest charged by thU government on the value of 4 'ixed assets not covered by outstanding loa.rs.

Notes: See followi.ng page. Table 13

Notes. Receipts. These do not include receiPts of subsidiary railway enter- prises, which are largely costs to the transport enterprises.

Passenger receipts. These include (a) transport of passengers (21,138 mn. dinars in 1956). (b) transport of luggage (126), (c) other passenger receipts, such as parlour car tickets, cloakroom fees, platform tickets, fines, supplementary train charges; etc. (67) (d) mail- rccints (,o01L).

Good, receipts. These include (a) transport of goods (96,235), (b) other goods ree2eints. such as wron rpmmrra stor2ge facilities intrna tional wagon renting etc. (2,l3i&.

Other receipts. These include (a) receipts from auxiliary and sub.- sidiarj actvitI-( 4,886), (b) a'eceiptus from sales of materials (., 1), (c) a small balance of 'other receipts' less 'other expenditure' (minus 09).

Maintenance. TUp to 1957, much maintenance expenditure was included in rlnreciation; hence the sharp rise in aitnr u-res -n -a' ___ ~~~~~~~~~~~~~~~-aiun~ e, . enU..LLA1, L II year.

Traffic and communications. Onerating costs (excluding maintenance). TIncludes perSonal- income accor 4n to scale.

uer"Iead cos's. 50stu of [ U.il^st-ration b-y General Board, Regional Boards and Railway Transport Enterprises; contributions for personnel; interest on worksing funrds (a small item).

Depreciation. Up to 1957, much maintenance expenditure wfas included in depreciation.

Interest charges. In principle 1% (instead of normal 6, in indust-ry), but the railwTays were relieved from payniert from 1958, because of their fi- nancial position. This is related to tlhe written down value of the assets

Government Grant. In 1958 and 1959, the Railways received from the G-o-vernment a grant-in-aid - 1958 - 2.5 bn. dinars, 1959 - 15,5 bn. dinars. The 1959 grant was allocated as follows:

Investment 7.2 Joint consu,m~ption fund 5.2 Personal incomes above pay scale 3.1 15:5 Table 14

RAILNAY IDNVESrtK]T (GPO'S) (_B. dinars 19651 i/ 1955 1956 195 7 1958 1-959 1960 19655 Es- i;Fte T1TnT Total pnditure 28.899 )20.753 26,4LL_1 140.,95 4 3.3714 _ WL8 468.893

I Construction of lines 8.531 4.6b6 2.776 3.397 3.41j2 2,780 89.820

II Conversion of narrow gauge to standard gauge 757 220 ',55 1.394 2.289? 3.100 39.209

II Procurement of rolling stock a:nd other equipment 3.110 3.7c6 5.365 20.029 16.20'4 22.7765 154.939

1. Locomotives 385 1.061 9172 3..643 5.348 7.965 53.649 2. Freight cars 430 1 35 3.121 13.,4149 7.1446 8.278 53.210 3. Passenger cars 2.295 2.510 994 1.,755 :3.o66 5.86o 48.080 4. Othler equipment _- __ - 2O78 1.242 34 662 :-v Investment in other equip- ment* 2.777 982 2 .460 3.996 IJ.005 5.0'58 1 9 717

V Other irxestment,¢* 13.724 11.199 15.289 11,319 1i7.434 18.685 L35.208

Sources of funds 1. Depreciation 17.588 12.827 12.875 20,784 22. 1405 26.e6$7 132.538 2. Railway investment fund 5.266 3,529 7.9558 11.120 11,374 :L8.9:L1 L09.:287 3. General investment fund 6.o05 4.397 5.608 8.291 9 .55l4 7.040 L67. 545 4. Credit for imports of eaquipment F59.523

1P-resent estimiate. Final figures depend on the Five-Year Plan. * Workshops and equipment, tele-safeDty cormmunication Source: Mission data. installations,, ancd TT installations, railway junctions.,

twfr,+1 -Nl e%-^41 -h -i\s --- nsst-,,tLv`ro ;-sel,> ,zway, rebuildirng of large bridges, equipment for track maintenanc-.e and materials handling, modeniization of passenger transport, othlher works, replacement of o&lher cap-ital goods. Tabhl P1

Tmnrprtq of En 4rw4nmPnt under 196h-1=965 Rail- way Iiivest-aent Propram,1/ (.million doll nr~TT

1960 1965

1. Rolling stock 13.4 78.5

2. Elect-ification of lines 2.5 8.1

3. Other 2 1.5 1265

Total 17. 14 99.1

1/ Estirnates. Final figures depend on the Five-Year Plan. g/ Ircluding $.10.0 for safety, signal and telecommunication equipment proposed for I.B.R.D. financing.

Source: Mission data. Table 16

RAILWAY CAPITAL

(Million dinars)

Renlacement nost of orio,i nal faGi litie9 new, at 31/12/5-8 955,783 Equipment 296,345

I.)n,v ;;nC7 trl l..lo i9)

Present (writrten dor.-n) value(5nO) of original value)h 477,891

Equipment (45, of original value) 133,355 !iJay -de +structure of

Add: Gross capital expenditures 1959-60 95,592

Equipment 48,062

Value at end of 1960 (lltten down va"lu + investment 1959-60) 573,483

Equipment 181,417 Way airu structure 27,0U6

--nTT A T T SThITTACITTA n TuI^T T 1 M,R%,O t,Affn,-.. n -r - l - AMT C-T'r.TT7T:Dr -- m-rTl nTAlC'E £,UIi.Lt Ai1NnUJuj OUiL l JIWU±.UD-) IV H1'IURIX±L4 Ii '-K~~.. . L on' ±r.uELjj -LAi. D.- o EKJ.a LAO

RLate ofL ret-uri on Investment (billion dinars) Period of am.ortization investment

4% 5% 6% Equipment at 180 (25 years) 109 12.8 14.0 Way and structure at 390 (a) (30 years) 22.6 25.3 .O8.5 (b) (40 years) 19.9 22.6 2'5.7

Total assets at 570 (a) (25 + 30 years) 33.5 38.1 4s2.5 (b) (25 + 40 years) 30.8 35.4 39.7

L/ Yugoslav Railways charges incomae account with depreciation calculated on estimated value life of particular classes of equipment.

Sources: Original and present values frorn Indeks (1960/4), p.50. Investment 1959-60 from Table 28. Table 17

V0LUI OF TPAYFFIC AT YUGOSLAV PO TUS 1.960 1.965 Tonnage (_09L 1953 1954 1955 1956 1957 1958 1959 1.960 1.965 195Z0 All Ports _4985 5353 649 6,717 72697 7,35 8,108 (7 78)_(1338) 121 172

International 3,802 4,010 4,393 4L,737 5,403 5,122 5,91L .. 147 Internal (goods unloaded) 1,145 1,236 1,404 1,174 1,320 1,216 1,273 .. .. 103 Transit 38 107 622 806 974 1,102 921 * 861

R?ij'eka 2,379 2,676 3,561 3,693 4,154 3,818 3,965 (L,630) *. 148 Split 978 1,119 1,218 1,230 1,517 1,1i85 1.,873 .. .. 163 Sib anik 531 454 556 635 686 742 87' .. 193 Ploce 363 315 327 360 478 526 4251 2,000 136 Dubrovnik _ _ 297 275 297 236 294 249 321 . . 117 -o71-T5major 7 9-9 77T2 , 820 7,E.. 3port

Ship Ar_rivals (000 ERT) Rij eka 2,426 2,731 3,390 3,272 3,568 3,7051 3,769 .. 138 Split 1,556 1,635 1,654 1,736 1,827 2,056, 2,223 .. 136 Sibenik 741 818 1,032 1,075 1,128 1,231. 1,378 .El 168 Plo e 278 299 284 349 407 464, 470 , 157 Dubrovnik 767 840 930 1,028 1,019 1 160 3_ .. .. 162 All 5 ports 5,768 6,323 7,290 7,460 7,949 8,616 59,202 .. 146 All ports 13,960 14,549 17,1442 I8,194 18,875 19,989, 21,25C) .. 146

Notes: 1360 and 1965 figures for all ports are estimated on tlhe basis of the pcrccntage increase for 195'9/60 and 1960/5 for five major port organizations (representing 5/7 of total traffic in 15958); this niiay overstate the likely increases. Figures for five major ports are of tota.l traffic and include both loadings and unloadings of domestic traffic. Total traffic for all ports on this bas:is was 8,509 in 1958 and 9,310 in 1959. Increase of tonnage for all ports 1954-9 - 51%. Figures for Rijeka for 1960 are based on the results for January and April,

Sources: SB, .3-1, 3-24, 3-31. Ni ss io data. Table 18

FOREIGN TRADE AT FIVL MAJOR PORTS

1959 ('000 tons) 1953 1954 1955 1956 1957 1958 1959 1954 Index Rijeka 46z 43909 321c2 3C5o. 376o1 553oi 396-6 86 Imports 1,670 5 1,869.6 2,268.0 2 243,1 2 419.1 1i918.6 2p316.3 139 All 2,131.0 2,309.5 2,589.2 2,548.2 2.795,2 5,266.9 22712.9 127

Transit 38.5 106.,6 621 7 8o6 .1 972.1 1,009.4 920.3 2,390 Split

LHort'sU e) 1 4,7 307 6 2 *7 )gl 6 3 o6 420J8 586'-" 265 Imports 306c4 354.3 362_5 h71.4 638,8 59344 814.1 266

All 528.1 661.9 600o3 866o l,o1_614. 1,014.2 1,400.8 265

Sibenik

.'C-C-bS 186.8224.,8 228.9 233.9 172.4 278.69. 9v Ir-orts 236,,5 185.9 215.2 31044 410.5 337.4 554e7 235

All 461-3 372.7 444:1 544.3 582.9 616,0 756.8 164

Plsce bXports 189.1 20306 208.6 254.6 245e0 261.8 243.5 129 Imports 64,4 20,6 3500 5447 159c5 191.4 113.9 177

All 25315 224h2 243.6 309.3 404.5 453.2 357.4 141

Dubrovnik Exports 121.6 99.2 120.3 100.9 129.5 88.2 117.9 97 Imports 25,D9 8.,8 14.8 6,3 16,6 26.3 37.3 1L4

All 147.5 108.0 135.1 107.2 146.1 114.5 155.2 105

Transit - - - - 2.2 2c9 - -

Note: There is no transit traffic at Split, Sibenik and Ploce

Source: SB 2-31. Mission data. Table 19

ACCOUNJTS OF FIVE MAIN PORTS

(m!d "1 i on U'nars I

Balance on finan- cial ch'aMfrbes, rvVi..-. Tota:l Ilaterial Personal ing capital & ILear receipts costlls IDepreciLationl inore %,Ioastal eli^

1957 14,2)46 977 288 1;516 1,465

1958 4,1470 1,219 353 1,,746 1,152

1959 57,281 1,185 372 2,516 1,208 1960 5,308 1,273 414 2,569 1,052

Estimate

Source: Mission data. Ta1ble 20

YUGOSLAV ROADS

Index Nos.

1953 l954 1L955 1956) 19.57 1958 1959 1970

M es cr .Surface

1. Concrete, asphalt, stone paving 2.,596 3,168 :3,353 ,681h,Thi 5,ol0 6,061 191

2. Crusled stone (niacadaxnized) 56,)75h 9, 137 4h8389 150,380 48 , 557. 47,995 L9,o099 100

Total (1+2) 58,671 52,305 51,j78 _5 1 K2,738 53,009 55,160 105

3, Earth roads 33,790 29,314 2'3,933 28,3.31 27,145 27,639

Administrative Classes

I. catcgory 9,368 9,357 9',295 9,3J16 9,'250 9,331 9, 549 102

II. categoCy 18,315 19,689 20,066 :L5,427 1h,035 13,5808 1 4,143 72

ITT . category 25,354 21822 2_L 78 23,309 23,089 23,461 23 167 106

TotELl 2/ 53,(37 50,868 5(D.839 48,7082 46EL374 46,6oo 416859 92

j Responsibility for conduction, repair and mainteance. j lDExcludes seasonal dirt roads (class V.)

Note: Uncut roads are e-,luded t1hroughout. Class IV roads are most-ly earth. The measurement of earlth and Class IV roads is uncertain and varies somewhat from -year to year, as different criteria are applied. Measurement piobleras explain the changes between :1953 and 1954.

Source: SB, 6-_. ffission data. Thble 21

EXP NDITUiPE ON ROADS

('000 dinars)

L955 1956 19`7 1958 1959

1. Ccnstimction of new roads, reconstruction arnd modernization 10,196,722 11,37.8,800 11,655,340 22,7149,900 28,494,236

2. ijaintenance 4L167,403 6,621,800 9,11_514i__12,329_500 12,392g241

Total 14 364.L25 18,0200600 20s7966887 34,079,40O J40,886,!77

CO1iSTRUCTION OF NM: POAXADS, EIC.

Serbia 1,293,933 4,297,800 3,899,720 4,597,90O 14,623,000 Croatia 1,1471,000 1,672,400 2,374,000 5,835,o0o 3,775,400 Slovenia 2,6466,000 2,435,500 1,221,000 6,727,000 1,8)1, 336 Bosrnia and Hercieg 2,976,30 1,855,800 2,934,000 2,832,000 3,0514,500 Macedonia 1,073,659 526,600 591,000 1,889,00C) 2,896,000 Montenegro 735)700 590,700 636,000 8614,o00 2,304,000

MAI NT ENa NC TP

Serbia 8140,1000 1,800,000 2,764,000 3,534,000 3,512,000 Croatia 1,5463,677 1,944,000 2,060,000 1,871,000 2,806,100 Slovenia 1420,000 1,592,500 2,532,600 3,775,o00o 4,085,141 Bosnia and Herceg 929,000 933,000 929,000 789,000 774,000 Macedonia 1173,726 67,800 311,000 779,000 601,000 Mont enegro .341,000 283,700 541,947 581,5500 5145000

Notes: xperciture on all fo10r c:iasses iuu 1e1. Esimates ofAriaintenar±ce by Co,-W.es ir. the fcrii of dirct participa1tion by unpaid labor are also ii:icluded,

Source: Mission cdata. Table 22

SOUtiCES OF FIITANCE FOR EX,Y.PrNDITURL OUN ROADS m7 1959

(million dinars)

Sources of finance Investment Maintenance

'fotal_ 28 5220 11,622.8

1. Federal funds l9,9h2bO _

2. Republican funds 1,729.5 91h.9

3. District and municinalities' funds 665.6 2.338.0

L. Republican road funds L-632.9 h5542

. Local roadl funds 1;20106 3,352

6- Other huTilders 3 )

Notes: There is some discrepancy with the figures in Table 21, part of

o4*whic As data.A-e"A to 4th eeeIcusAo. U. J. '.0of esti,,te of--V.L- UL.IiiU irc I -LLtUL.L---o ---st

Source* V1. sLs-I onUad. a.d Table 23

COTSTRUCTION AMD TODEfTIZATION OF ROADS IN THE PELUD 1955-1959

1. Motorwaiy Ljubljana-Zagreb 130 km.

2. Motorway Paracin-Nis 90

3. Nevotin-Demir Kapija 17 "

4. Rijeka.-Zadar 288

5. Beograd-Zrenrianin 69

6. Novi Sad-Backa Palanka ho

7. Karlovac-Plitvice 112

8. Osilek Motorway 60

9. Sisak-Ponovaca 23

10. Senizece-Lopar

12. Bania Lbika-Oklcnnn 6i tt

13. BRi +.l j-nh'ri r 71 t

1-.. Strumica-Stip 67 "

15. Tetovio-Gostiar 25 tt

17. T'itgr a d=anlo-vP-g0rnt

rT ot a,l 1. V

Note: This refers to roads completed in the period (some were began befLore 1955 Table 24

nn _

~%UUVJ)

Private Cars Motor Cycles Buses Lorries and Special Vehicles

19h7 6.7 110 0 .8 15.1 1948 7.2 11,4 0.9 17.0

1949 7.3 11.2 101 17 5 1950 6.5 11.4 ill 17.5 1951 6.9 9.3 1.2 16.5

15,52 8.5 10.8 l1. 19.3

1953 10.2 1223 1.6 21.3 1954 11.3 11.9 2.1 21.8 12,,6 12.5 2.4 22.9 i956 14h7 15.6 2,7 23.1 1957 21.6 26.4 3.4 28.3 1958 28,4 37.6 3.9 31.6 1959 39.0 54.5 4.6 35.1 1960 54,0 80o0 5h5 42.0

1965 160.0 _ 320,0 81 75.0_ Percentage Increases 1955-1960 429. 640. 229. 183.

1960-1965 296. 400. 147. 179.

Source: SB, 6-2. Mission data. Table 25

ACCO'uiTS OF" PtUBLTC ROAD TRANSPORT ORANIZATIONiS

(Billion dinars)

Operating expendi- Income taxes & Total tures except wages Wages & other financial Year Receipts and salaries Salaries Depreciation charges

1956 32.4 19.2 4.4 3.2 5.6 1957 4o.5 20.6 6.3 4.3 9.3

1958 49.5 26.4 7.8 5.6 9.7 1959 60.6 32.0 9.6 7.0 12.0

1960*/ 71.6 37.8 11.2 8.3 14.3 1Y?{-i/ 84.0 42.8 12.7 10.2 18.3

1i-5:jrl 158.0 70.0 21.5 23.5 43.0

*/ Estimates.

Source: Mission data. Table 26

1960 197T

Passenger Transport

Buses and trailers 1,343 2,350 h4250 175 18X

Passenger places (000) ho,1 87.0 170,0 216 195

Passengers (000) 35,628 100,000 200,000 281 200

Passenger/kms. (rnms.) 91605 2,800 7.o00 306 250

Vehicle/kms. (000) 42,414 (108,520) .e 256 ..

Goods Transport

,g:rries & trailers 3,215 6,400 12,800 195 200

Capacity (000 tons) 13.0 O0x0 90.0 308 225

Cons (OOO) 4,935 12,560 25,000 255 1.99

Ton/kms. (mns.) 199 1,086 3,000 546 276

Vehicle/kms. (000) 61,558 (196,450) .. 319

Notes: All figures, (except vehicle/kilometers) refer only to Road Transport Enterprises. Vehiole/kilometers refer to the whole sector of carriage for hire and reward (271); 1960 estimates based on percentage increase for January/March 1959/1960. Source: SB, 6-6, 6-7, 6-8. Mission data. Table 27

RIVER TRAFFIC

Index Numbers 1960 1965 1955 196 1957 1958 1959 1960 1965 1960

Ton/kilometers (mns)

Domestic .. 279 h0o 377 ==

Exports/Imnorts .- 200 290 941 = .

Transit .. 296 1,531 73..

Total 2 91n0 1 77A 9 991 2i49 9 A92 (9 An0) r 112 D.

Maier En+terpn;rises

Domestii c 297 252 365 387 432* I f 16 3

p^t/T--pr+ ).,I7 I 58Q-~ L.J6ff6qA3 .( )(f869 1X04l0n~In3£4U n ,354) V(2 2Ef1-L4L 22571

+-li n97 88 136 179r '31177* 400 _ 375J r 'X 94-In

riln Q~~~~~~nnnno - n rr7 I L no -1 =1 Ct n mt I. er'O ni X~ rneN I La-L VV7UU7 7 U ± , ()I ±L47U -LI U14VL y 4:1;)UUI4, C4(I < 7

6,160 7,678 9,546 9,765 ..

Major Enterprises 3,127 2,838 3,572 6,681 8,121 (4,060) .. 130 ..

Planned Traffic 0. .. *. 4,795 5,823 12,087 .. 208 of which:

Domestic .. .. CO 3,622 4,458 9,326 .. 209

Export/Imports *. *. 830 983 2,391 Os 243

Transit *O OD.. .. 343 382 370 OD 97

N.otes: Transit traffic includes transit operations by Yugoslav ships. Major enterprises. The coverage is wider from 195d. Estimates from Miission data are highly suspect. in the original tables, there are numerous arithmetic mistakes, which make tlLe figures very doubt- ful. It is not clear to what "planned traffic'" refers, * These figures add to total of 1,678 and are fror 1-'i.:icn data, but 1,646 is correct figure from Indeks (1960/5), page 28 arnd other tables in Mission data.

Sources: SB, 4-2, 4-5. Mission data. Table 28

ACCOUNTS OF RIVER TRANSPORT ORGANIZATIONS

(Billion dinars)

Estimate Plans 1956 1957 1958 1959 -i-196- 1961 1965

Receipts

Passengers 0.1 O0l 01 . .. Goods 5.8 7.5 7.8 o. . * Other 2.6 40 5,1 o V* -

Total 8.5 116 13.0 14.9 17.4 19.3 3L.7

Material costs 3.8 5X3 6.o 668 7.7 8.1 1L.5

Depreciation 0O5 0O5 0.7 O,7 0.8 1.0 2.0

?f-fsonal incomre 15 2eO 2.2 2.5 2.9 3°3 5.2

Ancv.mulation 2.7 3.8 4.1 4.9 6.0 6.9 13.0

Source: Mission data. A V S r R I A I >^;-;-4 *--oSolb."tH U G A R r r

tflJtLJUBLJA **t | < Sbotico o

7 ~~~~~~Mes J 3 o eleovr*..*-e R v M A N i A }

\~ ~ ~~ ~~ ~lo ~~~~oIc \K Ssoh \ siiek Zre.ionin. .. 1

/~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Atz,o ; i *C.. .Vcrd'

> _ ~UGSLVIA In.. K-Cm . RASESERTNSRCTO

N It.o 0} R e )E .E

PLANNEDPROGRAM ~ (lR6I-'960)~ ~ ~ ~ ~ ~ ~ S.b. GAD

JJLY /6O N 0o,

YUG05LAVIA e @ i", \ / \ sKumcnovo >~~~~~~~/

MAIN ROAD SYSTEM. -,i 5 °°f -COMPLETEC ROADS ALBRANIA ;uo Vels^1s .. e@ROADSUNDER CONJSTRUCTIONt

PLANNED PROG RAM0961-196s5;)1umc ol _ s,o 4|0 6|0 810 < < \ Jp>PrileP \ r~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~P,le 91LES

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JULY IS60

IBRD ro- ,^ A U S T R I A ,,_. S /l

~~.^, Oravparcdt,Mar~~~~~~~~ibor

-V oJesec \NPqraaers C; H U N G A R Y

DSTA L Y OF GOD TRAFI 0--

4+~~~~~~~~~~~ s_e Becej4~ ~~~~~~~~~~~~\ R U M A N I A|

\~~~~~~~~~~~Rjk Nosk S\v. ro \vrik Pa \^Pro Xac

\~~~~~~~~a too.,H iolc / [ \_t >

MILLIONTONS PER NET YEAR oa Nunj 8 64 2a I ~ Fog-it| ~ ~

/0 )\iibenis<\ SKOPLJ

L~~~~~~ M d u J X Polj 0ja en ;.dc. NOUINGO RLA TION C S k

GARR IEAG DENSITY_ OF GOODS RAFFIC oID °~a \.ha BDobL

JULY 1960 IBRD 709 .4 U/S r /? / 4

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PLANS FOR RE-EQVJIPMENT OF SIGNALLING YUG OS LA VI AC DUEROVNISs,/ tw X .N/LLG AND TRAFFIC CONTROL NET TITORD

~i-te to be -e-tquipped with -e sig..i1-g .nd t_ ^

Lioe- currently being re-equipped. 1% Future program cf re-equip-ont. e

*. . . ' Ne railway lines being built or eventually to 4SKOPL be bilt. to be included in future program of I ro--quip-eot. TITOV VEL ES

W Raiio'oy junutieon inniuded in re-rquipinrnn - - p-ogror tuggeotodfor Book finance.-

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