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long-haul troop transport to military operations. The 166 dry cargo and four refrigerator cargo ships have a combined lift capability of about 1,094,200 long tons of cargo. The small tanker fleet (four ships) could transport about 70,800 tons (603,800 harrels) of petroleum products. For amphibious lift support, 72 cargo ships totaling 779.700 d.w.t have a heavy-lift capability of 40 tons or more; nine cargo ships totaling 31,000 d.w.t. have at least one large hatch (over 50 feet in length); and three cargo ships totaling 40,500 d.w.t. have a large-hatch/heavy-lift capability. The 780-passenger capacity of the transoceanic passenger ship could be considerably expanded under emergency conditions. In addition to the oceangoing fleet, three large ferries have about 650 passenger berths, and a small passenger ship has another 120 berths. Very limited logistic support would be provided by the coastal fleet consisting of 29 small cargo ships having a cargo-carrying capacity of about 20,300 long tons, four small tankers having a capability of about 2,600 tons (21,900 barrels) of petroleum products, and a small passenger ship having 25 berths. The 67 major vessels in the fishing fleet have crew quarters for about 7,000 persons; no doubt, these quarters could be used under emergency conditions.

There appears to be no formal mobilization plan for LOT aircrews and aircraft, but it would seem that they would be readily available in time of emergency. LOT is controlled by the Polish Government, and most of the staff either have had prior military experience or are in the military reserves. Aircrew instructions referring to such an emergency direct that those aircraft and crews on duty in Warsaw would remain there, and crews at other airports would report to the military airfield designated in their reserve forces booklet. The air crew and aircraft would immediately fall under jurisdiction of the nearest military airfield commander. LOT did participate in the transportation of militia personnel to Gdansk from Warsaw during the late-1970 uprising in that city. LOT pilots flew two AN-24 aircraft to augment flights made by the Polish Air Force Transport Command. In any future emergency this type of augmentation would probably be repeated to reinforce the airlift capability of the air force. The equipment, facilities, and personnel of the air ambulance groups and aeroclubs are used in the performance of such activities as transporting injured persons, carrying medical supplies, and engaging in air reconnaissance and air/sea patrol and rescue. Under emergency conditions the scope of these services could be widened, and these groups would be of great value in a military supportive role.

The Polish defense forces are the largest single subscribers of the common-carrier landline telecom networks, and they also maintain extensive separate military cables, open-wire lines, and point-to-point radio facilities. Military communications are also transmitted over the Postal Service telex network, which became fully automated in 1971. Cables used for military traffic are under constant surveillance by government security forces, and special alarm devices have been installed to alert switchboard operators if any attempt is made to tap the lines. The cutting of cables around the main exchange in Warsaw would create considerable havoc, and the cutting of ring cables at other important cities would practically destroy wire telecom traffic throughout Poland.

C. Railroads (S)

Railroads provide the most important and efficient means of long-distance transport in Poland. The Polish State Railroads (PKP), a government agency under the Ministry of Transportation, operates a network totaling 16,469 route miles and accounts for over 80% of the total ton-miles.

The rail system is densest in the north, west, and southeast, where industrial development is heaviest, and sparse in the central and eastern areas. Primary lines lead from the heavily industrialized areas around the city of Katowice to the eastern and western borders and to Warsaw, Poznan, Wroclaw, and the major ports. The few major lines in eastern and central Poland radiate from Warsaw to the principal outlying areas. There are also few alternate routes or cross connections between the main lines in these areas. The topography of most of Poland consists of relatively flat to gently rolling terrain over which railroads may be built without difficulty. On routes in the Sudeten and Carpathian Mountains near the Czechoslovakia border, however, sharp curves and steep grades are numerous.

As of December 1970, the Polish railroad network consisted of 16,469 route miles — 14,381 route miles of standard gauge (4'8½"), of which approximately 4,644 route miles are double track, and 2,088 route miles of various narrow gauges. There are 2,400 miles of electrification, all on standard-gauge lines and mostly in south-central Poland.

International connections are provided with all neighboring countries. Main lines are standard gauge, and direct interchange of equipment is possible with the East German and Czechoslovak standard-gauge systems. Direct exchange of equipment with the U.S.S.R. 5'0" broad-gauge rail system, however, is

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