THE FUNCTION OF THE ODER RIVER AS AN ARTERY OF TRANSPORTATION THESIS FOR THE DEGREE 0F PH. D. MICHIGAN STATE UNIVERSITY DON EDWARD BIERMAN 1970 LIBRARY THES‘S Michigan State University WW This is to certify that the thesis entitled THE FUNCTION OF THE ODER RIVER AS AN ARTERY OF TRANSPORTATION presented by Don Edward Bierman has been accepted towards fulfillment of the requirements for Ph . D . degree in GeograEhy :1 M AM ”RE Date November 19, 1970 I ABSTRACT THE FUNCTION OF THE ODER RIVER AS AN ARTERY OF TRANSPORTATION By Don Edward Bierman An analysis of the Oder River as an artery of transportation and its role in the economic development within the western territory of Poland indicates that the river has the potential of becoming the most important link between Silesia and the port of Szczecin. Nearly 90 per- cent of the river's entire basin is located in western Poland in the area of the largest mineral concentration. More important than the actual increase in the total Polish natural resources is the unified control which has been established over the whole of Upper Silesia, permit- ting more effective use and economic development of the area. The Oder seems to be the natural Outlet for the coal and the industrial products of both Upper and Lower Silesia. ,The river with the Gliwice Canal, in the segment from the Upper Silesian Industrial District to Wroclaw, Iflows tflxrough the axis of a highly industrialized part of Poland wtuich produces slightly more than half of the fl 9. P!!! l ul~ o . '- ... -a u , .. r 'l'. ‘o - non...‘ .. .ll . .- p.- '. . . 7“.-o.' o .. o. .7 . ‘ o .. I. - w .. - O ... .. .V. .. . ‘ h. . ~;" ' n ‘,, ' ‘¥- ’ _‘ . - ’c “a. . ., -._ .' _,. ‘ . 'o .. ‘ . '- ‘. -'~ . c. '- ‘C a. ...' .a. . a. ‘ o..~ “ ‘- . ‘I- . ‘ s ‘ 5.‘ n. 'n n -. ‘. u _. “ Bierman national output. The pattern and flow intensity of com- modities, unlike the Pre-World War II period, is between Upper Silesia and the port of Szczecin along the longitu- dinal axis of the Oder River. At the present, the Oder is primarily an artery of transportation of internal significance, not always capable of meeting its quantitative and qualitative demands for movement. It also plays a relatively small role as a link within the European network of inland waterways. The full development of the Oder as an artery of transportation is associated with the concept of general economic development of its hinterland. With the allocation of additional capital to the improvements of the navigability of the river and the subsequent attraction of industry to its banks, the Oder and the carriers navigating on the river will tend to develop as a highly specialized mode within the Polish transportation system encouraging further economic development within the riparian regions. THE FUNCTION OF THE ODER RIVER As AN ARTERY OF TRANSPORTATION By Don Edward Bierman A THESIS Submitted to Michigan State University in partial fulfillment of the requirements for the degree of DOCTOR OF PHILOSOPHY Department of Geography I970 {927/17 COpyright by DON EDWARD BIERMAN 1971 ACKNOWLEDGMENTS Through the period of active research, the author received cooperation beyond his expectations. To various officials and scholars in Poland, who for obvious reasons must remain nameless, the author is greatly indebted. A short but fruitful visit to the Library of Congress was possible with the assistance of the staff in the Slavic Room. The faculty and staff of the Geography Department, Michigan State University have given unstintingly of their time, talents, and facilities. I should particularly like to record my indebtedness to my advisor, Professor Ian M. Matley, Who has ever given me generous and sustained encouragement. Finally to Marilyn, to whom this work is dedicated, a debt of gratitude beyond that due her for secretarial labors. Without her unflagging wifely support and encour- agement this work would still remain a vague idea for the future. ii . D t . h - .d— V.‘ . . _ .... .~ . . a . .~ . ,. . a . . T. . . . ~ . . . n ‘0. n . F. I A n b . ‘HV ' . . .. . s .. .. .. .. ...n. . g. . u s... - s 0“ TABLE OF CONTENTS LIST OF TABLES LIST OF ILLUSTRATIONS INTRODUCTION Chapter I. THE CONCEPT OF SPATIAL ORGANIZATION OF TRANSPORTATION AND ITS APPLICATION TO THE ODER RIVER Statement of the Problem Organization II. THE GEOGRAPHIC SETTING Location of the Oder River The Physical Characteristics of the Oder River Drainage System Characteristics of the Oder River Hinterland III. NAVIGATIONAL STATE OF THE RIVER AFFECTING TRAFFIC DENSITIES Location and Accessibility to River Ports Varying Widths and Depths of Navigable Channel . Type of Floating Equipment and Methods of Navigation Rate of Growth of Facilities Versus Traffic IV. ECONOMICS OF INLAND WATERWAYS Demand Characteristics of Inland Waterways Inland Waterways as a Part of the Circulation System Administrative Structure of Poland's Transportation iii Page viii I6 55 ll” TABLE OR'OONTENTs—-c;ntinued Chapter 4 Page v. TYPE OF MOVEMENT AND TRAFFIC DENSITY . . . . . 1A9 Quantitative and Qualitative Demand for Movement on the Oder Type of Intraregional and Interregional Movement International Movement Functional Analysis of Movement VI. THE ODER RIVER AND ECONOMIC DEVELOPMENT WITHIN THE FIVE REGIONS . . . . . , . . . . . 199 Method of Analysis Relation Among Aggregates Correlative Relationships for Individual Commodity Analysis of the Oder River and Economic Development Through Time VII.A REGIONAL DEVELOPMENT WITHIN THE FIVE WOJEWODZTWA AND THE DEMAND FOR SPATIAL INTERACTION . . . . . . . . . . . . . 233 General Economic Impact of the Oder River ' Changing Regional Patterns and the Oder River Geography of Commodity Transport VIII. CONCLUSION . . . . . . ... . . . . . . . . . P7? BIBLIOGRAPHY . . . . . . .'. . . . . . . . . . . . . . 276 APPENDIX . . . . . . . . . . . . . . . . . . . . . . . 285 Table 10. ll. l2. 13. lb. 15. 16. LIST OF TABLES Poland's Drainage System Retention Reservoirs Within the Oder River Basin Total Carrying Capacity of the German Inland Fleet by River Basins and by Tonnage Classes 3 Summary of the Major Characteristics of the Oder River Ports Characteristics of the Oder River System Locks on the Channelized Sector of the Oder Type of Floating Equipment Operating on the Oder . . . . . Movement of Commodity on the Oder by Type of Craft Used by Zegluga na Odrze . Types of Barges Navigating on the Oder River Growth of Inland Waterway Fleet Growth of Freight Traffic on the Oder Relative Distance by River, Rail, and Highway. Intercity Movement of Goods and People by Modes of Transportation, 1968 Intercity Freight Movement by Modes Traffic Carried by Inland Waterway Shippers According to Agency . I968 Freight Traffic on Inland Waterways by Type of Commodity . . . . . . . . Page 22 33 A7 67 79 83 88 89 91 105 106 123 132 136 152 153 Table l7. l8. 19. 20. 21. 22. 23. 2U. 25. 26. 27. 28. 29. LIST OF TABLES-—Continued Relative Importance of Shipments by Inland Waterway According to Agencies . . Intraregional and Interregional Movement of Commodity on the Oder for Selected Years Relative Importance of Regions in Inter- regional Trade for 1966—1967-1968 International Freight Movement on the Oder for Selected Years Relative Importance of Nations Participating in Foreign Trade with Poland Via Inland Waterways . . . . . . . . . . . International Movement by Type of Commodity for Selected Years . . . . Index of Gross National Product and Growth of Inland Water Traffic in Poland and the Oder River . . . . . . . . . Output of Coal, Iron Ore, Fertilizer, and Agricultural Products 1957-1969 Inland Water Freight Traffic by Major Commodity 1957- 1969 . . . . Degree of Fit (r2 ) in Various Methods of Linear Regression . . . . . . . Average Haul Per Ton of Freight on the Oder Comparison of Manufacturing and Industrial Employment in the Study Area with the Rest of Poland . . . . . . . . Tonnage and the Direction of Commodity Movement . . . . . . . . . . vi Page 157 I63 I68 179 I83 I86 205 208 209 220 229 238 2A5 Table 30. 31. 32. 33. LIST OF TABLES-~Continued Interregional Exchange of Coal Via the Oder Waterway in l968 Interregional Exchange of Iron Ore Via the Oder Waterway in 1968 Interregional Exchange of Sand and Gravel Via the Oder Waterway in 1968 Interregional Exchange of Agricultural Products Via the Oder Waterway in 1968 vii Page 259 263 266 269 Figure \OmNO‘sUT 10. ll. 12. 13. lb. 15. 16. 17. 18. LIST OF ILLUSTRATIONS General Location Map of the Study Area Major Drainage Basins of Poland Relief within Oder River Basin Surface Water Balance in Poland Reservoir System of the Oder River Basin Pre-l939 Oder River Hinterland Distribution of Natural Resources Distribution of Industry Inland Waterways and Major Ports of Poland Models of Terminal Operations Relation Between Traction and Speed Effect of Channel Depth and Vessel Draught on Resistance . . . . . . . . . Profile of the Oder Waterway Draught and Capacity of Typical Barges Operating on the Oder . . Comparative Power Requirements for Various Methods of Towing . . Movement of Tugs on the Oder by Sector Navigational Methods on the Sectors of the Oder Waterway . . . . . . . . . . . . Growth of Traffic, Motive Power, and Vehicle on the Oder River l9h6-l969 . . . . . . . viii Page 18 21 23 27 3A 41 50 52 58 62 75 76 81 92 96 97 98 107 Figure 19. 20. 21. 22. 23. 2A. 25. 26. 27. 28. 29. 30. 31. 32. LIST OF ILLUSTRATIONS——Continued Relation Between Traction and Speed for Various Modes of Transportation Relative Shares of the Sipply Of Transportation in 1968 . . . . . . . . . . . . . . The Trend in Intercity Freight Movement by Modes Organizational Structure Of Poland's Transportation System Consignment by Regions in 1968 Shipment Received by Regions in 1968 Intraregional Movement by Type of Commodity in 1968 . . . . . . . Regional Export- Imports by Type of Commodity in 1968 . . . . . Schematic Chart of the Navigable Rivers and Canals of Europe . . . . . . . . Functional Division of the Oder Waterway Based on Domestic Traffic Movement . Functional Division of the Oder Waterway Based on International Traffic Movement Correlative Relationship Between Freight Traffic on the Oder River and Industrial Output . . . . . . . . . . . . . . . . . . . Correlative Relationship Between Output of Coal and Freight Traffic of Coal . Correlative Relationship Between Output of Iron Ore and Freight Traffic of Iron Ore ix 133 138 IUB I66 167 169 171 176 190 193 206 211 21A Figure 33- 3A. 35- 36. 37. 38. 39- 90. A1. A2. LIST OF ILLUSTRATIONS-~Continued Correlative Relationship Between Output of Fertilizer and Freight Traffic of Fertilizer Correlative Relationship Between Output of Agricultural Products and Freight Traffic of Agricultural Products 1938 Flow of Commodity on the 1910 Flow of Commodity on the 1968 Flow of Commodity on the 19“? Flow of Commodity on the Interregional Distribution of Oder Waterway Interregional Distribution of the Oder Waterway Interregional Distribution of Gravel by the Oder Waterway Interregional Distribution of Oder Waterway Oder Waterway Oder Waterway Oder Waterway Coal by the Iron Ore by Sand and Agricultural Products by the Oder Waterway Page 216 218 2M6 252 254 255 260 26A 267 270 INTRODUCTION The unification of geographically separated points is the function of transportation. This view enables one to consider transportation as a system of linkages con— necting different points in the spatially organized area. In this respect transportation acquires the role of an instrument by which spatial interaction is accomplished with different sectors of the economy and different parts of a region. However, before the distance which separates geographically detached places can be overcome, some economic resources have to be expended for the development of a circulatory system. The objective for all carriers within this circulatory system, both on the concentration and the dispersion sides, is to obtain maximum utility for minimum cost, thus to provide the cheapest possible means of transporting goods and people. In spite of this common objective, each mode of transportation, due to its inherent characteristics (in way, vehicle, and motive power), will tend to have a competitive advantage over other modes in moving certain types of commodities over a certain distance.1 lNay, vehicle, and motive power are considered here gas the three major physical components of any It has been found that water carriers, in spite of extensive terminal and transshipment costs, are well adapted to move bulk commodities which do not require prompt deliveries over long distances. The economy of water transport stems from volume operation and the rela— tively small range of commodities which is offered for shipment. This large quantitative and small qualitative demand imposed on water transport allows the mode to apply capital in the form of transport equipment to movement in order to obtain declining unit cost. Thus, in this case, water carriers even operating under the most adverse condi— tions have a substantial cost advantage over other car- riers. In addition, changing technology is revolutionizing the efficiency of waterborne commerce. The barge and tow— ing vessel have introduced greater power and capacity to serve the growing number of industries that involve mass consumption of raw materials and have mass output. There- fore, industrial regions which have a significant number of steel mills, chemical, cement, papermills, petroleum refining industries, and other users of large inputs, and possessing the accessibility to a navigable body of water will find waterways an increasingly important mode of transportation. transportation system. For the purpose of this study way is used interchangeably with routeway. The Oder River which has its source in Czechoslo- vakia, in the eastern part of the Sudeten Mountains, flows northward across present-day Poland for 723 kilometers to the Baltic Sea. The navigable Oder, from the city of Kozle in Upper Silesia to the maritime port of Szczecin, a dis- tance of 650 kilometers, flows through, in the upper reaches, and is contiguous, in the lower reaches, to the five most industrialized regions of the country.2 This opportune location of the river gives Poland a direct water route between the concentration of heavy industry in Silesia and the maritime port of Szczecin. The Oder River, at the present time, is the most important waterway in Poland and, due to its propitious location in relation to the five industrial regions, will play an increasing role in their development by providing the means by which interregional and intraregional spatial interaction can take place. The purpose of this research is to examine the function of the Oder River as an artery of transportation. 2Regions under investigation are Wojewodztwa Katowice, Opole, Wroclaw, Zielona GOra, and Szczecin. CHAPTER I THE CONCEPT OF SPATIAL ORGANIZATION OF TRANSPORTATION AND ITS APPLICATION TO THE ODER RIVER The role of transportation in the economic develop- ment of a region has been the subject of many studies by geographers and Other scientists interested in spatial theory. For example, Ullman's studies on interaction have focused upon the importance of transportation in changing the spatial organization of man's economic endeavors.l Geography is widely recognized as having important contributions to make to the study of transportation because of its concern with environmental conditions. For example, Pegrum notes that geography plays an important role in transportation because it provides the physical and natural resource base upon which traffic flows are depen— dent, and because physical factors exercise a great . - ... 2 influence over transportation and trafiic routes. 1Edward Ullman, “The Role Of Transportation and Basks of Interaction," Man's Role in Changing_the Face of the Earth, ed. William L. Thomas, Jr. (Chicago: University of Chicago Press, 1956), pp. 862—880. 2D. F. Pegrum, Transportation: Economics and Public Policy (Homewood, Illinois: Richard D. Irwin, Inc., 1963), p- 75. Vasilevskiy speaks of the universality of technological relationships between transportation and other branches of production which accounts for the highly “geographical" character of transportation.3 One of these relationships can be demonstrated by the examination of traffic flow patterns and the general location and grouping of routes. Many of the economic limits of transportation are estab— lished very clearly by physical conditions. These basic geographic conditions are fundamental to the need for transportation. The demand for transportation is rooted in stable structural forms, tied to the particular economic geography of the country. Kansky recognized the need for studying and understanding the structure of a transporta— tion system within the regions, hoping perhaps this would shed light on the function of the transportation network within the region.” The planning problem facing transportation develop— ment is the integration of the physical geography Of the country with the economics of development and the economies of transportation. This need for the integration of areas of study is a phase of transportation planning 3L. I. Vasilevskiy, “Basic Research Problems in the Geography of Transportation of Capitalist and Under Developed Countries,” Soviet Geography: Review and Trans- lation, Vol. IV, 1963, pp. 36. “K. J. Kansky, Structure of Transportation Networks (Chicago: Department of Geography Research Paper No. 83: University of Chicago, 1963). which is essential if incorrect investments are to be 5 avoided. “The attributes of alternative transport methods, then, need to be weighed in the light of the environment to be served and the transport tasks to be per— 6 formed." Kaufman refers to geography as the “third pil- lar" upon which transport planning should rest.7 However, Wolfe has suggested that geography should do more than contribute to the framework within which transportation Operates. Geographic techniques should be able to contribute greatly to transport planning if geogra- phy is, in fact, so important in explaining transportation requirements.8 For example, through changing the relative location of places, transportation affects the distribution of productive capacities and, thereby, the distribution of land or area values. The integrative nature of geography and the concern for spatial interaction are both qualities needed in 5W. Owen, “Transportation and Technology," The American Economic Review, Vol. LII, NO. 2 (1962), pp. HOS-AIM. 6 Ibid., p. 409. 7J. H. Kaufman, ”Planning for Transport Investment in the Development of Iran," The American Economic Review, Vol. LII, NO. 2 (1962), pp. 3963304. 8Roy I. Wolfe, "Contribution from Geography to Urban Transportation Research," Highway Research Board, Bulletin 326 (Washington, D. C.: National Research Coun— cil, 1962), pp. 46—68. tranSportation planning. Traffic flow is dependent upon a wide variety of factors which play a part in theories Of spatial interaction. In order to establish the connections between areas and the nature of the spatial interchange, it is necessary to find some way of measuring and mapping the flow of traffic, including its volume and speed of movement 9 and its origin and destination. Geographic techniques and concepts put an emphasis upon environmental and spatial concepts which have been all too absent in transportation economics. Statement of the Problem As a result of the Potsdam Agreement and the sub— sequent shift of political boundaries by approximately 300 miles to the west in the Post—World War II period, Poland inherited the Oder River which, with its tributary the Nysa Luzycka, functions as a political boundary and, above all, as an important artery of transportation. There are great benefits to the national economy which stem from the inherent advantages that grow out of the technical aspects of river movement. Consequently, attention will be given in this study to the significance of these advantages, not only for the general economy but 9Preston E. James and Clarence F. Jones (eds.), American Geography: Inventory & Prospect (Syracuse: Syracuse University Press, 195U), p. 316. more specifically to the region contiguous to the Oder River. A review of the extensive literature on the subject suggests that, in recent years, barge transportation has become a very low cost movement and that the service has materially improved during the past two decades. The advantage of barge transportation stems from its inherent characteristics in its motive power, vehicle, and way. Technological improvements in these three components of a transport system brought the mode, once again, into com- petition with other modes. However, due to the mode's particular idiosyncrasies in motive power, vehicle, and way, the primary requisite for utilizing the efficiencies of barge shipment is the concentration of a massive volume of freight at one point. This is a shortcoming to some extent. It means that many products and movement on the distribution side, where break bulk of commodity occurs and where size of shipments are relatively small, are not best suited for barge shipments or are not likely to be shipped by inland waterways. To exemplify these two sides of each movement and the inherent advantage and disadvantage of the mode, it can be observed that in the United States barge lines have minimum tenders of 500 to 1,000 tons, where rail- road carriers have carload rates for a minimum of 12 to 15 tons. As it appears, the requirement of such large minimum tenders certainly restricts inland waterways as a mode of transportation to a fairly limited range of commodities and the type of movement. In the past, the economic requirements of inland waterways for massive shipments has led some transport economists to the conclusion that the service is useful for only a limited portion of movement requirements. In recent years, development in the transportation sector of the economy in the United States and abroad suggests modi— fication of this earlier reached conclusion. First, it must be pointed out that this is an era of specialized transportation. As the economic system becomes more sophisticated and as spatial interaction increases, both quantitative and qualitative demands for transportation rises. It can be said that the transportation system is highly tailored to the needs and requirements of the economy. The very fact that each mode can perform some functions very well and other functions only moderately well does not suggest that any single mode is unimportant or inferior. The trend toward specialization of carriers has continued to the present and there is every reason to expect that the trend will continue in the future. Any carrier that fails to measure up to the demands imposed on it by the economic system or attempts to be competitive in all markets may well be doomed to the point of extinc- tion. The second factor, which negates the common conclu— sion reached by some transport economists that the inland 10 waterways are only suitable for a few localized movements, is the make-up of the United States and Polish freight traffic. It is interesting to note that in both countries, in spite of great economic differences, products of mines, which are virtually all bulk materials, measured in terms of weight, constitute slightly more than 42 percent of all railroad tonnage moved.lO Agricultural products are also significant and probably 50 percent or more of these are grain which is moved in bulk. The same applies to forest products. The addition of truck and inland waterway ton— nage to these figures would not greatly change the relative relationships of the various commodities. Motor transport would primarily increase the manufactured goods and the barge lines would increase the bulky categories. There— fore, one can conclude that well over 40 percent of the goods, measured by weight, moved in the United States and Poland are of a low value, bulk commodity of unprocessed nature. Inland waterways due to their inherent character- istics in motive power, vehicle, and way are unquestionably well suited for the inexpensive movement of bulk commodity, requiring large volumes, over long distances from the point of origin to the points of processing. 10U. S. Department Of Commerce, Bureau of the Cen— sus, Statistical Abstract of United States 1969 (Washing- ton, D. C.: U. S. Government Printing Office, 1969), Table 8H5, p. 562. Glowny Urzad Statystyczny, Rocznik Statystypzny 1968 (Warsaw: 1969), Table 7, p. 299. 11 Inland water transportation routes are restricted to the navigable rivers. The lack of a complete network of routes and the lack of connectivity between various river basins is a substantial limitation to the utility of the mode. But, above all, what is extremely important is the conformity of the routes to the desired direction of move- ment. In this study, the author assumes that the trans— portation network, whether this is a railroad network or inland waterway, performs a specific function within the region. The structure of the transportation network, defined by Kansky as a set of geographic locations inter- connected in a system by a number of routes, will largely depend on the function that the system of transportation is asked to play by the economy.11 Therefore, as the require— ments or the condition within the region has changed, the structure must also change in order to fulfill its newly assigned task. Even the most casual observer of the Polish economy must admit that the economy and the economic regions are undergoing drastic change in recent years, necessitating changes in the function and the structure of the transportation network. The purpose of this study is to examine such a change both in structure and the function Of the Oder River waterway within five contiguous regions. llKansky, p. l. II. I v o _ .— . wl» v. . n o . . .. A. . v .p. :5 :- .. .-_ . L. ,. . . u .. .... p“ .10 r .: r. r.. a. .._.. .7 ..— . ... 1». Po. pr; 5 u r. .c but u. r.~1v u . .. u . Du ~lb I Q ..¢ .4. ~\~ an» .rln r- 2 .\~ . r s «n V. .u. ‘0 h .- rs .- s I y . 2. L. . . ..~ .. g L. .‘l. u. .5. «u. . u .an s . n . u is. n v . u u v . . .a. u . .. Q .u. h 0 g I k a. I w h .AN on. - ~ .. h h n. O V i I .-. ... ., . . .. ‘1‘ . u . . . \ . u . a II p .. . ,. . . s s . u .. . u u l 1 . u. .I- .1. I I O \eaiu I... .u I ~ \ .. . n . .. . . .. x . .u , 12 The lack of continuous statistical data for the period of several decades eliminates the possibility in using a mathematical model but, instead, the author will examine the function and the structure of the Oder waterway in the framework of an intellectual model. A model, for the purpose of this study, may be defined as a master plan, a design, or some sort of a structure intended to serve as a pattern for a thing to be made. It may also be defined as a simplified representa- tion of some complex real phenomenon in existence. It is interesting to note that Deutsch's philosophical ideas of a model are in agreement with chorological study so familiar to a geographer. As he negates one's ability to completely understand the total space, he sees that within a given structure any defined space can be studied and under— stood.12 The intellectual model has the value of aiding the researcher in focusing his attention on the relevant phenomena to the study in the mass totality of phenomena. It provides a functional mechanism by which data might be organized, processed, and interpreted, giving a clear pic- ture of the nature and scope of physical and cultural phenomena. l2Karl Deutsch, "On Communications Models in the Social Sciences," Public Opinion Quarterly, Vol. XVI (Fall, 1952). pp. 356-357. 13 Organization The organization of this study is based on the premise that there are three logical requirements for the existing traffic on the Oder River. They are: l) a functioning mode of transportation 2) a demanding market with terminal facilities, and 3) accessible supplies of economic goods. On that premise, the character of the Oder waterway will be analyzed in this study. Multiple geographic techniques, including field and library research, interview, corre- spondence, and cartography were used. The primary method for collecting data was field and library research. The data accumulated is presented by cartographic methods on numerous maps. This presentation provides an ideal means of locating phenomena of a particu- lar type or showing relationships. Identification of intervening variables was accom— plished by interviews with the key officials of the agency Eegluga na Odrze, Polish geographers, and a search of the literature on the topic. Much of the statistical data came from the Polish Central Statistical Office, the Polish Academy of Science, periodicals, and other gOvernment agencies. A study of the literature of economics, trans- portation, regional planning, as well as that Of geography was instrumental in the application of the techniques and 19 intellectual framework. Tables and maps are included wherever it was necessary in order to present the data which is essential to understand the study and reached con— clusions. The limitations of such a study should be noted. This study, like others dealing with Socialist countries, is also limited by the data which is available. An inven- tory of some resources and production figures cannot be provided. Detailed breakdown of commodity shipments is not available with the degree of reliability desired. Since this is the best available information, it is cur- rently necessary for conclusions to be reached upon the basis of this limited data. However, conditions could be changed rapidly and dramatically by new information upon the role of the Oder River on its hinterland. This characteristic of the basic data, together with the need to make several forecasts, must be taken into account when the results of the economic analysis are con- sidered. Although the economic analysis will present the economic position of some of the studies quantitatively, the values cannot be considered as being precise. The study of a transportation mode and its develop- ment should begin with some knowledge of the physical environment. In Chapter II, the broad features of the environment of the Oder River basin and the characteristics of its hinterland are described. Chapter III deals with 15 the technical aspect of the river as it may affect traffic densities. Chapter IV and V deal with the economic aspect of inland water transportation. Finally, in Chapters VI and VII, an attempt is made to analyze the role of the Oder River in the economic development within the five regions under study. CHAPTER II THE GEOGRAPHIC SETTING The character of the transportation activities observable in any existing economy is a reflection of the geographic setting of that economy and a tangible legacy of the historical interaction between the natural environment and society. These are the forces one discovers when seek— ing to determine not merely what an economy's transporta- tion system is like, but why it has assumed the configura— tion that it has. When questions are raised concerning the possible or probable role of the Oder River as an artery of transportation and its influence on the industrial develop- ment, it will inevitably be found that the analysis soon returns to consideration of the geographic setting of the river within the economy and its historical development as the fundamental elements of the situation. Therefore, in this chapter it will be advantageous to analyze first the physical characteristics of the Oder River and its drainage system. Secondly, the hinterland of the Oder River and the general economic condition of the area, during the Pre—World War II period and the Post-World War II period, is discussed under the heading of character— istics of the Oder River. 16 .r- .0 e s... r . ~ . ~ v... 17 Location of the Oder River The Oder River has its source in Czechoslovakia in the eastern part of the Sudeten Mountains, flowing across the province of Moravia for 125 kilometers, and enters Poland through the broad tectonically produced Moravian Gate. Crossing the Polish—Czechoslovakian boundary, the Oder rapidly changes its course of flow from a north- easterly to a northwesterly direction and for approximately fifteen kilometers becomes an administrative boundary in the extreme south between the wojewodztwa of Opole and Katowice.l As Figure 1 shows, the general direction of flow of the river in the upper and middle reaches is northwesterly across the three western wojewodztwa, Opole, Wroclaw, and part of Zielona Gora, for approximately 360 kilometers to the boundary line between Poland and East Germany, where the Oder meets its major tributary, the Nysa-Zuzycka, flowing from the south. At that point, once again the Oder changes its course from northwesterly to northerly and flowing northward contiguous to the northern parts of wojewodztwa Zielona GOra and Szczecin assumes the function, lWojewodztwo (singular) and wojewodztwa (plural), administrative regions of Poland, correspond to provinces of which there are seventeen in Post—World War II Poland. The name of the wojewodztwo derives from the major city in the region which is also the administrative capital of the province. l8 FIG. I: GENERAL LOCATION MAP lover Siluia Wolbuych PGJSH TERRITORY WTSIDE U THE STUDY AREA I: .. _ INTERNAHONAL aounowes _ ...... _ ADMINISTRATIVE souwmmssIWoMm-u) , a." .5 Gina-I C“ It“ lbpgr Silesian Kalle 6""| 7'" Im'oitlnzl G“ in . ‘1 . .r) 19 in its upper reaches from the Nysa-Euéycka as the western boundary of Poland. Above the city of Gryfino, in the wojewodztwo of Szczecin, the international boundary does not follow the confluence of the river but instead circum- vents the port of Szczecin by seven kilometers to the west. This gives Poland exclusive control of the maritime port and the mouth of the river and control over the major part Of the Bay of Szczecin through which the Oder discharges its waters into the Baltic Sea. The Oder is navigable from the city of Koéle, in wojewodztwo Opole in Upper Silesia, to the maritime port of Szczecin, a distance of nearly 650 kilometers, for the regular use of maximum size barges of 500 tons. Barges of lesser tonnage may continue across the Czechoslovakian border to Ostrava. However, very little traffic moves above the confluence of the Gliwice Canal at Kozle. Figure 1 illustrates the Oder's extremely advantageous geographic position in relation to the territory through which it flows. It can be seen that the river above the city of Kozle is linked by the Gliwice Canal with the industrial region of Upper Silesia, the heart of Poland's heavy industry. In its northwesterly flow to the East German-Polish border, the Oder in its upper and middle reaches traverses the industrial regions of Upper Silesia, Lower Silesia and numerous small industrial agglomerations which were attracted to the river location of the . . § . a \l d . .. . a . ul- . . . . ... t. 2O wojewodztwa of Opole, Wroclaw, and Zielona Gora. On reaching the border, with the change in direction to a northerly flow, the Oder in its upper reaches is only contiguous to the western side of the wojewodztwa of the northern portion of Zielona Gora and Szczecin. A closer look at the Oder's directional flow shows that in spite of its general northwesterly and northerly flow the river is in the habit of rapidly changing its course. A full explanation for the reason of this phenomena is beyond the scope of this study, however. A partial explanation suggests that structural control in the area of tectonic and glacial origin causes the stream to rapidly change its course. Nevertheless, the Oder laboriously progresses northward in the direction of the general slope across the landscape of Poland until it reaches its final destination, through its incipient delta, the Baltic Sea. Both Figure 2 and Table 1 show that almost the entire country (99.7 percent) belongs to the Baltic drain— age basin and less than 0.3 percent to the Black Sea and the North Sea. The two largest river basins in Poland are the Vistula and the Oder. The western part of the country is drained toward the north by the Oder and its major tribu- tary the Warta. The eastern regions are drained by the Vistula and its tributaries, the Pilica, Narew, Bug, and 21 FIG. 2: MAJOR DRAINAGE BASINS OF POLAND ODER RIVER BASIN - mvnswu RIVER BASIN _ “count DRAINAGE Source: Panstwowy Institut Hydrologiczny i Meteorologiczny, War saw 2.5. g. 22 TABLE 1 POLAND'S DRAINAGE SYSTEM In Square Percent of Kilometers Total Territory .Total Polish Territory 312,677 100.0 Vistula River Basin 173,900 55.6 Oder River Basin 106,177 34.0 Other Basins Draining to the Baltic Sea 30,900 9.9 Basins Draining to the Black and North Seas 800 0.3 Source: Gldwny Urzad Statystyczny, Rooznik Statystyczny 1968 (Warsaw: 1969), Table 7, p. 3. Wieprz. The divides between these two major basins are distinct and there is virtually no major area in Poland of indefinite drainage. The Physical Characteristics of the Oder River Drainage System The entire Oder River drainage basin covers 119,052 square kilometers of which 106,077 square kilo- 2 The basin meters or 89.1 percent are located in Poland. can be characterized as a typical one, carved by a river and its tributaries flowing on the Great European Plain, with a somewhat heterogeneous and complicated course. 2Glowny Urzad Statystyczny, Rocznik Statystyczny 1968 (Warsaw: 1969), Tables 7 and 8, p. 3, 23 FIG. 3: REUEF WITHIN ODER RIVER BASIN ELEWYION IN METERS Him Source: Janiszewski, Atlau Gewaficzgy Polaki, 1959 2A As Figure 3 shows, the area occupied by the Oder River Basin can be divided morphologically into two major sections, the southern section, a relatively small moun- tainous part, and the northern section, predominantly a plain. In the southern section the Oder rises in the Oder Mountains, which are a part of the most easterly extension of the Sudeten Range, at an elevation of 634 meters above sea level. The mountainous river valley is narrow and winding with steep slopes, particularly where the old rock is well exposed. The whole region has an appearance of being developed partially through diastrophism and par- tially through erosional processes. Thus in the extreme southern portion of the basin the Oder flows predominantly in a valley which is structurally controlled, whereas in the northern portion the structural control is less apparent. As the Oder River enters the Moravian Gate it makes an almost 90 degree turn, changing direction from south- eastward toward the northeast. The valley widens from two to three kilometers in width and due to deposition, as a result of drastic reduction in velocity, it becomes swampy in some parts while alluvial terraces are clearly notice- able in other parts of the same general area. As the Oder proceeds in a general northerly direction through the Moravian Gate toward the city of Ostrava, the Oder Moun- tains are located on the river's left bank and the . _- -..- r. -u_'_ ., -. ~ ~' " .11.. -- -v- 'y . 4 .5..-- .. _ .. -...—. ._ 1.. - _ ~ - - "‘~—| - i ' . . ‘~--. .. - . ."‘ u. . .. .I-- . . _. _v "“‘~ g. ’ 'p. ._ - . ' . ’- ~. 25 Middle Baskity, which are a part of the Carpathian Moun- tains, are on the right bank. With the passage of the Oder through the Moravian Gate, the valley acquires an entirely new appearance. Here, the sizable valley was carved by the confluence of four mountain streams, the Oder, Ostrawica, Olsza, and Opawa, flowing southwest from the Sudeten Moun— tains of Bohemia.3 By contrast, the right bank tribu- taries are few and their contribution to the Oder is small in the southern portion of the drainage basin. As the Oder River enters the broad plain it changes its direction and is prevented from pursuing its north— easterly flow by the Silesian rise which towers to the north of the valley. It appears that the Oder River valley in this region, once again, is structurally controlled. These rapid changes in the directional flow, however, are not entirely due to protrusions and the structure of the old rock formations. In many instances, particularly in the north, changes which took place in the landscape during the glacial period greatly influenced the directional flow of all European rivers draining to the Baltic Sea including the Oder. For example, the northern section of the Oder drainage basin was not developed prior to the first inter- glacial period. After the Baltic depression had been 3Jerzy Kondracki, Geografia Fizyczna Polski (War- saw: Panstwowe Wydawnitstwo Naukowe, 1967), p. 126. gs.-. .‘ ....-3 " . ‘ I|. .— .: . ,.. . ...-..- 0" > . ....: .,‘.,___~ ..LT 7‘ _ ...--. ;<|- ' .‘ _v u v. I “.ll . .. .., . .-.. .“- " vog,‘ ~ 13.344. ,5. . #5? Eat. pr 26 carved out by the continental glacier in the post—glacial period, the northern section of the basin was developed.” Thus, where the river has a northwestern orientation, this directional flow was imposed when the stream became tem- porarily blocked from its northerly flow by an ice sheet during the glacial period. In summary, one can say that the overall northerly directional flow of the Oder River was imposed by orogenesis whereas the deflection from this flow into a westerly direction arose from the periodical halting of the receding continental glacier. The existence of former river valleys or "pradoliny" well support this View. Looking at the entire Oder River basin, shown in Figure A, one can delimit three distinctive hydrographic regions.5 The wide coastal belt which includes the Great Baltic End Morain extends from the Baltic Sea to the Warta- Notec Rivers. This is a region which can be characterized as having a surplus of water. The triangular shaped area to the south of this coastal belt, extending from the Warta-Notec Valley to the eastern edge of the Oder River valley, is an area of water deficit. This deficit of surface water is caused, not only “Ibid., pp. 128-129. 5Jadwiga Orsztynowicz, "Udzial Wod Podziemnych w Bilansie Wodnym Dorzecza Odry w Latach 1951-1960," Gospodarka Wodna, No. A (Warsaw: 1969), pp. 157-158. 27 FIG. 4: SURFACE WATER BALANCE N PCXAN) V. [8,0,0 “ " Wot‘o .. C] an or wma uncut “A“WAI’ERW Source: Baaed on data from Pat'utwowy Inatitut HydrOIOgiczny Meterorologiczny, Warazawa 28 by climatic conditions, but also by the constantly increas- ing industrial demands. The already existing water shortage is greatly aggravated by the ever-increasing consumption of large quantities of water by the industrial complexes of Upper and Lower Silesia, Lodz, and Warsaw. The third area, which is an area of water surplus, includes the valley of the Oder and extends southwestward to the Czechoslovakian border. This is an area of piedmont pre— ceding the Sudeten Mountains. Due to the fact that the Oder from Ostrava to Glogow parallels the Sudeten Mountains for approximately 300 kilometers, the river in this area is supplied with an ample amount of water in the spring from melting snow in the mountains and orographic precipitation with a maximum in June.6 The middle Oder River basin, as it has been pointed out, sandwiched between two areas of water surplus, is an area of water deficit. Fortunately, the segment of the Oder River most affected by the low water level is rela- tively small. The apex of the triangle extends from the point where the Nysa-Lyzycka enters the Oder, to Kostrzyn, where the Warta, another tributary, empties its waters an approximate distance of 75 kilometers. The broad base of the triangle lies to the east of the river valley. Never- theless, the extremely low water level in the late summer 6Biuletin Panstwowego Institutu Hydrologicznego- Meteorologicznego Nr. 5 (126) (May, 19697. 29 and early fall greatly encumbers navigation in the middle segment of the Oder as it cannot permit barges of 500 or 1,000 ton displacement, which can freely navigate in the Gliwice Canal and the lower section of the river, to pass through the upper and middle Oder during the low water stage.7 An additional obstacle to navigation are the spring floods associated with the melting of ice and the damming— up at the mouth of the rivers. As one can see, the general direction of Polish rivers is north-south. This direction coincides with the general warming trend in the spring. Consequently, with higher temperatures in the south and lower in the north, the danger of flooding increases as the water and ice begins to flow in the upper reaches of the rivers while the mouths, on many occasions, are still frozen solid. The Vistula is particularly susceptible to spring floods while in the Oder valley major floods are very rare. This difference in the regime of these two major rivers is due to the fact that the Oder has rela- tively few tributaries originating in the mountains while the Vistula has quite a few. An additional factor is that the Imountainous part of the Oder basin, the Sudeten Moun— tains, on the average receive less precipitation than the 7Wladyslaw Magiera, Ekonomika Transportu Wodnego (2eglugi Srodladowej), Wyzsza Szkola Ekonomiczna w Szczecinie Nakladem Panstwowego Wydawnictwa Naukowego (Wroclaw: 1951), p. 10, ~e* I . . . A ~ I a. . e . .. I.. l . «‘5 .u.» u me a . nub . h :5 Nb 1 a . a y i o ~ A Q s an a . on‘ H. .n a. «- V“ .-. ..,‘ ‘I ‘Ql I. a e a.‘. n . . Au» . . . v .1 1 a - .sw . u .0 0 .\N a -M\ A . . ... o - eh. m g . . a 5L» :5 s n u I . w h a .D 0 pg. ... ,. . . 4 I .2 e . I. . . I r . v e u . .. v e . u . c I e . .u. ml" :u .1 - Mn: - .. .-.- HA- .-5 h .. . . . . n I: 1 l ’ l k ... .. ... .. . ... .1 . .,..I l~~1 . .L . . 3O Tatra and Carpathian Mountains, which are a sizable part of the Vistula River basin. The committee of the Polish Academy of Science investigating fluvial problems and the other water require- ments of Poland declared that the need for water in the Oder Basin is most pronounced.8 The acute shortage of ground and surface water in the Oder River basin can be demonstrated by means of comparison with several European river flows. The annual flow of the Vistula at its mouth can rise up to 32 km3, while the Oder can attain at its maximum 18 km3. By comparing this with the Rhine's annual flow of 74 km3 and the Danube's 195 km3, the smallness of the discharge of the Oder River can be realized.9 What characterizes the Oder, however, from a hydrological point of View, is not the small quantity of water discharged but the rather considerable fluctuations in the levels of water. The level of water during the .navigable season may range from the flood stage to catastrophically low levels. This immense variation in the 'water levels not only makes navigation extremely difficult and hazardous but it also threatens the already existing meager supply of water needed by the growing industry and 8Aleksander Tuszko (ed.), Zarys Planu Perspektywicznego Gospodarki Wodnej w Polsce No. 8371, POAONO warBaW: 1968), pa 1070 9Stanislaw Skorowski, Geografja Gospodarcza Polski (Warsaw: Wydawnictwo Naukowe, l939ljlp. A5. 31 urban places within the area. Particularly along the upper and middle river course, in the area of high industrial concentration, a shortage of water for industrial use could have serious economic consequences. In addition, extension and intensification of agriculture since 1960 within the Oder basin presents an additional demand for water, thus greatly aggravating an already existing problem. From the point of navigability of the Oder, a very important factor is the stages of middle and low water in each month during the navigation season. During a year the stages of water are different, they range from low water to high water. The analysis of the hydraulic charac- teristics of the Oder River reveals that the causes for seasonal fluctuations in the water level are numerous and very complex ones. The single most important set of causes for low water level, however, is climatic. The prolonged drought in the late summer and early fall, typical for north central Europe, causes the water to fall very rapidly, where with the spring thawing of snow and ice and the June maximum precipitation, the Oder approaches the dangerous stage of flood. In the early spring the Oder floods due to ice Jams accumulating in the river channel. A corollary to the climatic reason as to why the Oder's water level oscillates between these two extremes is the fact that the middle and lower portion of the river from Bedzin to Szczecin, a distance of A78 kilometers, has a small form 32 ratio with an average slope of only 0.16 percent.10 The maximum discharge of water is during the spring, caused by the thawing of snow and ice, and during the early summer, which is in turn caused by the rapid downpour of rain. However, the summer peaks of flow are more rapid than the spring peak flow but of a significantly shorter duration. Periodically the water cannot be contained within the banks which causes overbank flooding and creates a flood stage. In the present century two major floods were noted, July 2, 1903, and in the middle of September, 1938.ll To provide the necessary flood control and to help maintain minimum guaranteed depths of the navigable chan— nel, a series of retention reservoirs shown in Table 2 and Figure 5 are located within the Oder River basin in the territory of Poland. In addition to the reservoirs on the territory of Poland, Czechoslovakia, and East Germany, several new projects are under consideration in connection with the proposed construction of the Oder-Danube Canal.l2 lOForm ratio can be defined as depth divided by width which can be stated in fraction, e.g., 1/100 meaning that the stream channel is 100 times as wide as it is deep. llAndrzej Grodek (ed.), Monografia Odry (Poznan: Institut Zachodni, 19H8), p. 250. l2Kazimierz Puczynski, "Kanal Odra-Dunaj," Gospodarka Wodna, Nr. 6 (June, 1968). 33 TABLE 2 RETENTION RESERVOIRS WITHIN THE ODER RIVER BASIN Total Capacity of Reservoir Location Stream in Million Cubic Meter 1 Dzierzno Klodnica 48.4 2 Dzierzno Klodnica 37.1 3 Jarnoltowek Zloty Potok, Rudawa Obsobloga 2.4 4 Turawa Mala Panew 98.5 5 Miedzygorze Wilcza 0.8 6 Stronie Slaskie Morawa 1.3 7 Otmuchow ’ Nysa Klodzka 128.0 8 -Lubachéw Bystrzyca 8.0 9 WoJcieszow Kaczawa 1.1 10 Swierzawa Kamienny Pot. 1.7 11 Zarek Nysa Szalona 5.0 12 Bukéwka BObr 2.4 13 Krzeszow I Zadrna . . 14 Krzeszdw II Zadrna 0.9 15 Myslakowice Lomnica 3.3 16 Malinnik Malinnik 4.4 17 Cieplice Sl. Sokon W. 6.2 18 Siedlecin Bobr 0.5 19 Wrzeszczyn Bobr 1.8 20 Pilchowice Bobr 50.0 21 Mirsk Chmielenska W. 3.5 22 Zlotniki Lubanskie Kwisa 12.0 23 Lesna Kwisa 15.0 24 Glebinow Nysa 110.0 25 Racibdrz Oder 250.0 Note: In addition, there are five small reservoirs on the territory of Czechoslovakia. Sources: Andrzej Grodek (ed.), Monografia Odry (Poznan: Institut Zachodni, 1948), p. 480; Marian Milkowski, "Aktualna budowa zbiornika wodnego w raciborzu i Kanatu Zeglugowego," Gospodarka Wodna, XXVIII, Nr. 7 (July, 1968). 34 ' q . A FIG 5: asses/out SYSTEM or THE ODER RIVER on, 4 24 1 Source: Based on the data obtained from Okregowy Urzad Dyrekcii Drdg Wodnych Office in Wroclaw 35 Characteristics of the Oder River Hinterland The directional flow of the river and its relative location, in respect to the economic landscape of the coun- try, is indicative of what role the river will play as an artery of transportation. The basic assumption here is that the demand for river transport, as of any other mode of transportation, is a derived demand which arises from economic conditions within the hinterland.13 Thus, by pro— viding accessibility within the hinterland, the river, by meeting the quantitative and qualitative demand imposed by the economy, will allow one to judge the river's importance and performance in absolute or relative terms to that par- ticular region. The directional flow and relative location of the river in relation to the economic landscape is of paramount importance irrespective to the physical conditions of the river and its state of navigability. This point can be exemplified by pointing to the great Siberian rivers, great from the degree of volume of Water and length of territory through which they flow. In spite of the hydrological and physical attributes of the mighty Siberian rivers, the directional flow of the Oh, Yenisey, and Lena is northward, emptying their waters into the frozen Artic Ocean. An additional negative factor is that these rivers in the 13The term hinterland is used here to denote an undelineated area within the river's sphere of economic influence. d-»- 36 middle lower reaches flow through sparsely settled wilder- ness and economically underdeveloped regions. Thus their status and their significance as an artery of transporta— tion in the Soviet transportation system, in spite of the physical attributes, is relatively small. The axis of the economic landscape in Siberia has an east—west orientation and the desired direction of movement of goods and people coiricides with the economic landscape. Thus these negative fact:ors, such as directional flow and the relative location Of ESiberian rivers in respect to the distribution of natiilwfl.resources and location of industry and markets make these rivers, as arteries of transportation, relatively On the other hand, relatively minor rivers ins i gnificant. Witli less advantageous physical conditions may have great ecCHflJDmlC importance as arteries of transportation because flow through the axis of industrial regions of great they From the point of lHKDCDI‘tance to the nation's economy. navigability, the Ohio and Rhine Rivers are less than can be desired, however, no one can dispute their great eco- ncfinidc importance as arteries of transportation. Although the Oder River watershed embraces portions Of‘ 1Shree sovereign and independent states, the German BennDcratic Republic, Czechoslovakia, and Poland, of these tyne most directly affected and presented an economic asset the the river is Poland and, to be more specific, the W0Jewodztwa Katowice, Opole, Wroclaw, Zielona Gora, and S'Zczecin. L. _. L. . . ». ~. I” .n. .v.. w; . g V. . . ~L. . . ... r.. I» 1. L. ...L 1. #4 a u r“ r“ w». ..... s . s” I. L. .0 .A‘ pa. . . e. 7: r.. . ... a :— I: r . . . . . . . . .pv ..— . . u v . ... .n p.. r~ - ! an. ‘ in A.‘ lr ‘ Q r a - .. rs. ... .. .w. L. «a l... L. :- s ‘1. ... ... .xs 3 g a .« 37 The magnitude and the relative importance of a river to the national economy, whether this is measured by the tonnages carried, the type of commodity moved, or its share in the make up of the total transportation system, will depend on economic conditions within the hinterland Umrough which it flows. If the regions of which the hin- terfiland is made up are considered to be poor, underdevel- Opeci, and relatively unimportant to a nation's economy, thus; generating small shipments, then no matter what the estxiinated optimum capacity or physical attributes of a it has ultimately to be considered rela- Partzicular river, However, as the tivweLly unimportant to that economy. hirrtwerland and economic conditions within the hinterland Change, the importance of the river Will also tend to Chairigge. Therefore, it is imperative that a brief history of‘ fSIie economic development of the area should be included. In the middle nineteenth century, industrial Upper Siilfiassia held great promise. It was described as equal to the one of England and foremost on the continent of Europe. NevEéirtheless, Upper Silesia, prior to World War I, did not ccnlsstitute one economic unit. The Upper Silesian coal- fields and industrial area were divided between Prussia, Rug551a, and Austria. Both Russia and Austria held in miniature the resources and potentialities which the Prus- 14 stians enjoyed in full measure in Upper Silesia. \ ”Koncetracja i Centralizacja luKazimierz Popiolek, PPodukcji w Gorniczo-Hutniczym Przemysle Gornego Slaska w '\ “1..“ h- 38 In looking at the Pre—World War I hinterland of the Oder River, one gains an instinctive impression that the Oder as "the river of the German East" had only secondary importance to the Reich's economy. The reason for Ger- many's inability to utilize the Oder to a greater advantage ens an artery of transportation is not exclusively geo— In grwiphic in nature, but is also politico—economic. spuite of the fact that Upper Silesia, until 1853, produced ovear 40 percent of the total Prussian pig iron output, at the: time of intense industrialization of Germany, unpropor— tixblnality large amounts of capital were allocated to the WetS‘tern regions of Germany, more for political than ecwaiuomic reasons.15 The nonferrous metal industries of [HDIDEEr Silesia were, except at the beginning of the century, less important than either the iron, steel, or the coal and trlfiail'share in the total production of the region tended to de 0 line during the century . 16 The Ruhr area, at the end of the nineteenth cen— tlllfiy, became the most important single German industrial re Sion. Justification for this policy was the necessity \ Eézowie XIX Wieku," Kwartalnik Historyezny, P.A.N., LXIII, 1‘. 4—5 (1956), pp. 265-267. 15L. Beck, Geschichte Des Eisens, IV, Hermann "Geschichte Des Schlesischen Berg-Und Huttenwesens FuChner, in Der Zeit Friedrichs Des Grossen, Friedrich Wilhelms II L1nd Friedrich Wilhelm III," Z.F.D. B.H.U.S., XLVIII (1900) 16E. A. Smith, The Zinc Industry (London: Long- man's & Co., 1918), pp. 10-18. 39 of completing the unification of Germany politically, thus of binding the Western regions economically to the rest of Germany, as it was feared, not without justification, that the Saarlanders and Rhinelanders might find greater eco- nomic benefits with neighbors to the west than with the rest of Germany. German planners hoped that locating the major portion of heavy industry along the Rhine would assure their allegiance in two ways: one, creating incom- patibility by developing competition between these regions anti French heavy industry which lies immediately to the West: and, secondly, by offering to the Rhineland's exclu- Sina German markets which lie to the east protected by high tari ffs .17 This process of concentration of capital in the WeS‘teern regions of Germany, which continued to the outbreak 0f VVcarld War II parallel with the migration of population, hali aan overall effect in increasing national revenue of thE? Vvestern regions and lowering it in the east.18 The falrt that the eastern regions of Germany remained pre- dCWHiJiantly agricultural, generating low traffic densities, HE“3€3 the Oder River somewhat a less important artery of tr‘Eil’lsportation, becoming subject to administrative neglect \ (3’ l7Franciszek Ryszka, "Kapital Monopolistyczny Na ornym Sl sku i Formy Jego Polityki," Przeglapd Zachodni (1952), pp. 203-265. l8ibid. a... ”an-.. -—- -;. .'. .... .a. . .r- "‘V‘ I (I) 1!. p a 40 The main reason for German neglect of the Oder waterway in the interwar period was the status of Upper Silesia for which the river was a natural outlet. An additional reason for German economic neglect and virtual abandoning of the Oder waterway lies in the sphere of physical geography. In the interwar period, three states, Czechoslovakia, Germany, and Poland shared the basin of the Oder River. The fact is, however, as sfllown in Figure 6, the Oder's major tributaries, the Warta anti the Notec, linking it with the Vistula, are flowing frcnn the east which in total represents 70 percent of its network system. The partition of Upper Silesia after World War I, as Eahown in Figure 6, despite the precautions taken to pre- Ser‘\re some functional unity, was a cruel blow to its ifNiLlstry and, consequently, to the transportation on the Odfir‘. Germany retained approximately 600 square kilometers of ‘tlne coalfield area of 2,800 square kilometers which she poSESessed before the partition and her estimated reserves Of‘ <:oa1 were reduced from about 57-8 to about 8.7 million tcfils.19 Her losses in coking coal were yet more severe. This dismemberment of industrial units, which had been pieced together during the previous half century and had grOWn slowly into a functional unit, appeared to be a \ 19Norman J. G. Pounds, The Upper Silesian Indus- trial Re ion (Bloomington: Indiana University Press, 95 . pp. 161-176. 02“...“Whvz-I kg.“ “80 Qunon . mutt .. O .n V...‘ 41 .3“ mounts. 022.232.: 5% E8 0832 6 .e: I 42 great tragedy. The Geneva Convention had provided for the unre- stricted movement of raw and part-finished materials across the boundary for a number of years. It was intended that this period should be used in each country to prepare for the full rigors of national competition and spatial realignment. The division of Upper Silesia undoubtedly dealt Imlre harshly with the part which remained German than with thee part that passed to Poland. Firms which were left entxirely on the German side of the boundary were relatively SUMill and were dependent on coal from the other side. It haci been assumed that Germany and West Upper Silesia would b6? (obliged to import coal in considerable quantity from IRDJJLSh Upper Silesia. Provision had been made in the Gerleava Convention and Poland's commercial policy was based On- tzhis assumption but such expectations proved ill- fOurided. West Upper Silesia was in fact ill-placed to con- tilllie production of iron and steel. None of the few small iIVDri mines of Upper Silesia were left in Germany, local Supplies of coking coal were inadequate, and the rising lefl30r cost made the area unattractive as a producer of iron Erna steel. West Upper Silesia was thus a high-cost F”?Oducer and the prices were above that of the Ruhr. Its market was restricted to eastern Germany where it was insulated to some extent by distance from central and Western Europe. Silesia was losing the battle against the 43 competition of the Ruhr and Rhineland. The problem of transport cost was dominant. The German railways permitted iron ore to be carried at preferential rates, but this did not suffice to offset the immense advantage conferred on the Ruhr, Silesia's chief rival, by the facility of cheap water transport. The Oder had, indeed, been made navigable under normal weather conditions for medium-sized barges but the lCUanit Canal, which joined the industrial area with the Ckkar River port of Kozle, remained as it had been left 20 In the 1920's aftear the improvements made in the 1880's. “He' traffic on the canal was only a minute fraction of that Caruried.on the Oder itself. Clearly, the advantages of Waiserr transportation could be achieved only if barges could be 'txrought to Gliwice itself. The completion of the Adolf HiISJrer’Canal in 1940, along the route of the old Klodnit 0811811, was designed to achieve this end. Indeed, the GeITnlans envisioned a veritable network of canals linking the} (Oder with the Vistula, Danube, and Upper Elbe.21 The completion of such a project would certainly have lowered tile“ costs and widened the market for the industries of Upper Silesia. The Second World War came before the \ t 20In place of the old Klodnit Canal, a new canal, :fle Adolf Hitler Canal, was engineered and completed in 940. It was renamed the Gliwice Canal after World War II. 21Hans F. Zeck, Die Deutsche Wirtschaft und §hfik§teuropa(Leipzig: 1931Y, p. 81. 44 effects of the opening of the new canal had been fully apparent but there were indications before 1939 that indus- tries might be relocated and revived along the banks of the new waterway.22 In spite of this physical disadvantage to the German economy, the Oder would have been able to attain its greater economic scope if it had been given the chance to serve its neighboring territories situated on the right bank of the river where the nucleus of Polish heavy indus— trmr began to develop. Instead, however, the political bcnindary between Germany and Poland, reinforced by the trenditional hostilities between these two nations, pre— Verrted.greater use of the Oder River by Polish industry. Chfééip water transportation in Poland's western provinces Wafs greatly needed. Prior to World War II, Polish planners DIWngected a plan linking Eastern Upper Silesia via a canal With the port of Gdynia. Within the boundaries of 1939, the Oder was a Waterway disinherited economically as it did not constitute a. c»<>ntinuous artery of transportation throughout its entire length. Instead, the Oder was divided, from the point of tIViffic densities and direction, into three segments with ruaaifly all its shipments moved in one directional flow tcDwards the district of Greater Berlin. \ 22"Oberschlesien als Standort einer Eisenschaffenden Industrie," Vierjahresplan, v (19141), pp. 472-1476. ...~ -. op. , v ..... ...s. ‘u. ,- ' u ..--. 01.--, 45 The first segment, which extended from Upper Silesia to the Oder—Spree Canal, had a canalized section extending from Kozle to Wroclaw, with the remaining portion of the river running freely. Coal, the most important commodity from the point of tonnages, 95 percent in this segment, was moved from Upper Silesia through the Oder—Spree Canal to a destination in the area of Greater Berlin.23 The middle segment of the Oder River, the sector between the Oder—Spree and the Oder—Havel Canals, was the least suitable for navigation and was a virtually unused ‘pormion. The reasons for this section not being used were rust entirely due to the low water level as a result of Clgimatic conditions and lack of navigational improvements, hilt: rather due to the preferential direction of movement of CCJHnnodity as dictated by the economy. The third segment, the smallest of the three, etheunding from the point where the Havel Canal enters the OdEEI’ to Szczecin, was used as a connecting link between the industrial region of Greater Berlin and the port of SZCzecin. In fact, Szczecin became the economic outlet for tale? IBerlin area. Manufactured goods from Berlin destined to East Prussia and other Baltic ports moved via the Oder- HaVel Canal and lower Oder to Szczecin. German statistics \ G» 23Engineer Research Office, Navigable Waterways of eINHany (Strategic Intelligence Branch, Military Intelli- Egenee Division, VIII, August, 1944), pp. 34—100. {/1 46 show that in 1938, out of a total of 17,658 ships navigat— ing the Reich's inland waterways, 3,274 navigated within the Oder region.”4 The Oder River was never used as an artery of transportation in its full meaning of the term but rather individual segments of the Oder were used in the preferable east-west movement. Thus, if one looks at the pattern of flow of raw materials and agricultural products in the eastern regions of Germany this pattern shows convergence on Greater Berlin. The industrial might of Germany was not located along the Oder, which would in turn necessitate aixial movement of freight along the entire river, but in tlie west. Consequently, the eastern regions were consid- €91¥3d, in comparison to the western regions, economically 113558 developed and primarily agricultural in nature. The analysis of the total carrying capacity of the German inland fleet by river basin shows in Table 3 that ”KDI‘ee than 82 percent of the vessels ranged between 201 and 60() tons capacity. This can be compared with the Rhine ““11.cfln shows that almost 70 percent of its tonnages, in 3191353, was carried in vessels ranging between 901 to 1,401 aru3_ larger ton capacity. Size of movement units, in this case size of barges, not only reflects the technical limitations of the way but also mirrors the relative ._“___ zuEngineer Research Office, XXXVII, pp. 11-12. 47 .sa .o .>Husm canoe .Aaama .omswsa .HH>xxx .coaha>ao cocowaaacocH saspaaaz .socstm cocowaaficocH ofiwopmpomv.wmmenow mo mmmzaopmz ofiommw>mz .oofimmo cosmomom noosflwcm "condom Nocfi . . . . @.®N . . . . . . . . . . fi®>0 w HOJH ~.Hm . . m.@ H.o: m.am m.ma N.H H.o . . oozauaom m.:m . . o.am 5.0H m.mm m.m: a.HH m.ma m.s oomlaow ©.mm m.m s.m m.m :.ma m.om n.mm m.mm m.a: oomlamm :.mfl 2.00 m.a m.m m.© m.s m.mm s.mm @.Hm omMIaom m.m o.o 3.: :.m H.@ m.m m.m 3.: ©.mH oomnam m.o . . m.o m.c m.H m.o 5.0 2.0 m.H omnam cowom new mos< mop< mmmzsopmz mos< Isms mos< mzmzhoumz mpfiomomo smegma m opscmm ocficm smeaoo .3.z ooam xsmm sooo mammssm .m wcwmshmo I 1? gamma .H smapzaav mommaqo moazzoe am oza mszam mm>Hm so emmns ozanzH zazmmo are so seHoaaao oszmmao gasoe m mqm-l‘-. .‘fl' .- “ ‘1 , 1 ‘~. by -- U H." y 'v ‘— T _— — 54 In addition, important developments in agriculture and forestry in the area adjacent to the Oder can be noted. Particularly in wojewodztwa Opole, Wroclaw, and some portions of wojewodztwo Szczecin, the best agricultural yields in the country are obtained in four types of grain. Consequently, with the help of the Oder the port of Szczecin has attained world importance as a grain shipping port. Perhaps the relative importance and the high degree of the exchange type of economic activity within the area can be better appreciated by pointing to the amount of traffic that is generated. Lijewski estimates that within the Oder River basin, which is approximately 35 percent of the territory, there is over 50 percent of the railroad lines which carry 70 percent of the nation's entire ton- nage.3O 30Teofil Lijewski, "Rozwoj Sieci Kolejowej Polski," Dokum. Geogr. (1959), pp. 15-48. CHAPTER III NAVIGATIONAL STATE OF THE RIVER AFFECTING TRAFFIC DENSITIES The Oder River as an artery of transportation has evolved in a setting comprising both environmental and economic factors within the five regions through which it flows. The river's ability, however, to meet the demand for movement of goods and people generated by the economic forces within this hinterland depends to a large extent on the technological state of the waterway and its floating equipment. Any transportation system is made up of a variety of components. A part of the system are the vehicles, con- tainers, in which goods and people are transported. Another part of the system, as well, are routes or ways, a geometric pattern of interconnected geographic locations. Motive power moves the vehicles through the pattern of routes from one place to another. In the case of the inland waterways, the routes to a large extent are provided by nature, while their suitability for navigational pur- poses depends on the directional flow, width, and depth of the channel. The physical characteristics of inland water- _ways will certainly determine the type of floating 55 56 equipment and the method of nav1gat1;n that is used on that particular routeway. Significant as components of any transportation system are the assemblages of terminals. These latter function as nodal points in the system, points of acces— sibility. Therefore, the purpose of this :napIer is to analyze the composite structure of the Oder River as an artery of transportation by analyzing the individual com- ponents of the inland waterway such as location and acces— sibility to river ports, depth of navigable channel, and type of floating equipment. The analysis of the structure will enable one to answer the question, whether the Oder constitutes a uniform and homogeneous way, capable of meet- ing both its quantitative and qualitative demands throughout its entire navigable length, or whether it has physical and technical limitations in way, vehicle, and accessibility which would greatly limit its usefulness as a continuous artery of transportation. Location and Accessibility to River Ports It is evident that early settlements along the Oder, functioning as ports, have developed precisely at the points where river traffic converged or interchanged with railroads and highway carriers. River ports, like any other terminals, an integral part of any transportation 57 mode, can be looked at as nodal points where various modes and systems of transportation come together. Along the Oder, spread over a distance of 636 kilo- meters, are located twenty—one ports and anchorages, twelve of which are active ports as shown in Figure 9, and two, Scinawa and Glogow, which are presently nonfunction— ing. A closer examination of the topographic maps reveals that with few exceptions there is a uniformity in spacing of river ports along the Oder. The distance between ports is approximately 40 kilometers. This phenomenon perhaps may be analogous to Christaller's ”central place" location Of’towns.l Here the spacing factor, of the points of eaccessibility, appears to be the fact that a commodity from Idle hinterland will move only a certain distance to a river port. The fact that the ports along the Oder are on one IDaIik or the other cannot be considered merely a matter of tOpographic chance. Rather, a review of historical data suggests that economic and political forces were at play in t3163 locational decision of the Oder's ports. The location ‘an£1 spacing of towns and ports along the river largely depends on the function of the river itself. The river can ‘39 thought of as either a routeway along its axis, provid- irfls unity and accessibility to the area, or it can be \ lWalter Christaller, Central Places in Southern (3erman (Englewood Cliffs, N. J.: Prentice-Hall, Inc., , pp. 31—60. FIG. 3&2in FIG.‘.9=IN.AND MTERWAYS AND MAJOR PORTS G W J . ' L, \ (I . War ssa‘v‘a‘v i Gliwice / ' rakdw / \ ( \Jeh\ .’.\.’.a-.~.‘ Port's Trans shipment Capacity in l, 000 tons L! °‘~\,“§ . 10-100 A bl B ' t . 100-300 ccessi e o arges Over 200 Ton Capacity . 500-1, 500 . Accessible to Barge. Leg. . 5. 000 It Over "' v Than 200 Ton Capacity -_,____ Proposed Waterways ' . a i. w. . .. a. v. s J. .5. p: a... h. . . Z. r» a: W. .—. on .. . . n.‘ A i it uh .. .n I 7. . . so r. L» ~.. .~. . . a . a . .... t\h .N.‘ i..- a. 0‘ v n. . . _ . 1‘ h. .p. ..=. . a . . . r. c c ... -.. .T .. .L. . a 5!.» L. n 2 ‘ ha ~x~ .. :a r. a. .w« H. .s a. a: .T . c r. a. : a .. i s ‘ . n. 2‘ C.» n d .C m“ o. « at .p .. .... I y. n. c . .u u u do a A. u A » ~\~ .. . A. «\V v . : . c . a: I .fld .5. HIV 5 - .PM H! :u . ‘ a . :5 s - .n‘v .0. “(W .L. v.‘ .an .. . .~ ‘ in. h. v. 2. c . I . a . m. . u p .. .n- s . ~\~ . . v .n‘ u u h a. . ~ u \ km. a: . \ wt! n. as \ K O ha a~‘ h». 59 considered as a barrier to transportation and communication by physically separating places. Rivers in their unifying function, however, are not equally accessible throughout their entire course. Rather, their accessibility is limited to several points of entry and exit along their routeway. River ports or terminals perform the function of providing accessibility to both the hinterland and the river as a routeway. In the case of the Oder, the river was historically both a barrier and a routeway. Since the tide of German settlement, commerce, and subsequent industrialization was moving from west to east, the initial towns were usually situated on the western bank. Some of these, such as Szczecin, Frankfort on Oder, and Wroclaw, due to favorable economic and physical conditions, have persisted up to the present, develOping into sizable cities. The Oder in its early function as an artery of transportation attracted traffic along its course by providing a relatively inexpen- sive form of transportation, so towns with anchorage facilities developed somewhat equally spaced on both banks of the river. The distance between these towns constituted a day's sailing time. But those, however, on the bank toward the freight source became'dominant. For example, ports such as Koéle and Opole developed on the right bank of the Oder, becoming important bulk transferring ports, particularly loading ports, for Upper Silesia, an 6O extensive and productive area lying east of the river. The ports of Malczyce, Wroclaw, and OZawa, developed on the left bank to serve Lower Silesia, an area lying to the south and southwest of the river. Terminals are as important in the transportation picture as in line-haul. In fact, terminal problems often surpass those of line—haul in extent and complexity. The author here considers terminals as the sum total of facil— ities and their locale where road—haul traffic is origi- nated, terminated, and/or interchanges before, during, or after the road-haul movement. These are the points where loads are assembled and/or broken down into smaller quan- tities. Such a grouping of facilities usually occurs at the end of a route but it also occurs frequently at one or more intermediate points along the route. It is only through these points, water terminals, that the river is accessible as an artery of transportation, as accessibility is not equal along the routeway's entire length. Along the Oder from Gliwice to Szczecin twelve river ports are presently in use, including the maritime port of Szczecin. In total there are seven public terminals and twenty terminals exclusively owned and operated by industrial enterprises. The port facilities include not only those operated by water carriers serving the port such as piers, coal and ore docks, grain elevators, and other transfer facilities but also necessary local switching railroad, trucking concerns, towage, and storage warehouses. The type of . ....-"' n - -.. ‘p V. 61 traffic passing through a terminal has important effects on the operation and the facilities required. One may dis— tinguish between commodity and traffic types and the pecu- liar needs of each. Figure 10 shows two hypothetical models of terminal Operations. Model "A" shows the movement of general cargo which includes a whole array of commodities ranging from manufactured goods, semiprocessed goods, and fertilizer to agricultural products. The relatively small volumes and .heterogeneous nature of the commodity requires extensive terminal operations and handling and it does not permit a high degree of mechanization in the transferring operation. One can say that this type of terminal Operation is high labor intensive. Model "B" shows the typical movement of bulk com- modity. The homogeneity of the commodity and large volumes permit application of mechanization in loading and unload- ing Operations. Here, transfer Operations are a relatively small percentage of the total cost of movement while transfer cost is relatively high in the case of general cargo movement. In the case of the Oder's ports even the most superficial investigation reveals that not all the ter- minals have installations capable of handling commodity, especially when large quantities are concerned. A more detailed discussion of several Oder River ports below will exemplify these differences. #358 .3 3mm 69:23.»: 0.33 .3 23 >5 veumguofl: on >3 3 nomacmuu _ v.3» 305235 v.3“ 6.33053 ”advance and .3039on ~a3co>m _ # «933m 3 vac." 3083 .3335 03 on 03 3 630:: acotmuoao :< 3qu 62 cmonfimm 3 332398 «2.8.3 1"! comudcflnon 33h uuofimucou am .3 «30m 3 omumm ”259$ WM." ““3 _ v.3.» _ uMWMHMM ] uxuou uuuouum and? 00335 .3 Auoamon 130 60$ 3 fin." 035 .m .m .3 3:» .. ammo. 3..“on nwuanMo hm 3 130 3 “”3233 v.3» nomads U U . "usunokrm _ ommuoufi co vovaoa rllll_ - - “.30 Ego wcmom unmouo 3 nummcmuh u>a3u3m3 "33.3 .5 303952 300 camnofimnum 332 cofimcmuuov ammouOW .3 «30a 3 mowuwp >m min wagomncdooo A333 3.3/— — a . . T 3 ~32; .5 3 homucduh - 33¢o>fl _ . - XUQHu NO .36.." ngfl . F .3 330m “333 . _ mcwowucmOuo fl own—Om >3 £093 .3 3 toga .3 £09."... 5m? 303232 may .5 330m x25» .3 3a." 333.3. 1.33 :30 .m .m — .333 .331: was 303 .mn 330m 3004 T; - 33 330.1% .3 .333 3 £3333 vase 3.233 33 . l :3“. ~m3co>u All. 0939 $53339 00993.33 303932 ouaaU “93.30.34 novoz 283230 35839 mo £252 2: 3503 a... I .~" -—~ . - “...v- - a .-y- .,_-.g- .. -u- f. ., .. .H ... L. . . ~.. r” r». .1 :. 4 .ru a.- :5 :~ :- ru ‘KV .1 v . '.- ll. . . . . 'v' a” ~..~o-..- - -— w a... 63 The port of Gliwice, typical of Model "B,” situated on the eastern extremity of the Gliwice Canal, is the most modern of all the Oder ports. It is considered by Polish authorities to be capable of handling 6 million tons annually.2 Lying on the western side of the Upper Silesian industrial district, it is the most convenient point of transshipment of coal from rail into barges. The fact that large quantities are involved have made it possible as well as economical, in spite of heavy capital outlay, to intro— duce a great deal of mechanization in coal handling. The coal from the mines is shipped by "Kubbel" containers, which are lifted from railway wagons by four cranes of 17.5 tons, and emptied into open hopper type barges. It has been estimated by the Gliwice port authorities that by using "Kubbel" containers, the coal loading rate per crane is 330 tons per hour. Even if one takes the capacity of 250 tons per hour, as observed by the author, 2,000 tons can be handled in an eight hour working day. An additional six cranes, four of a capacity of 5 tons and two of a capacity of 7.5 tons, located in three basins make up the total mechanized transferring equipment for handling bulk commodity in the port. The equipment and facilities, which were primarily designated to handle a large variety of small shipments, _¥ 2The estimate is based onothe author's interview with the officials of the agency Zegluga na Odrze repre- sentatives in Gliwice. . A .. .. 1 .. v. .3 ..U o . Z r. .. L. L. ...4 __ p.. ,. s1» ... .r» f. .. ,. u. .. re. v. . .v 3: ... ... A. .. i. .. ... .. r. ._ ) ... 4. h. F. ... v. ... a. r? ... _. .. .. r” .. Z. .. .sa. . . .w. _. r“ A. .»u .. no . .1 h. .v ~19 .. D a .3 4‘ ... ... .. .. .3 .r.. ... .. a. .. w” .. p“ 44 a. e. a. r.. r.. a. 3. 3. ... up. a: . . .3 ... 2. A: A: n‘ h. .3 .... ... .. . .. . v” . . ... 2. v.. A: a y 4. .~ ..3 fl. . . o . u. . H. u. g l :5 n. . p w W. :» r: v. ... an ... ~.i .. .. ~l~ .. .u .. ru .... v . . :. . . r . a . . y. t. . b v . ... .. I. . » ~K~ u u . ... ... L ... .m ..y ... .n‘ i. p . ... v. u. . u u. -u .. u ._ ... . s . .. ~ .n n ..L - ~ ...: ..m ~.. .. § .1. 6M are old, inefficient, and seldom used. The third basin, designed to handle liquid fuels, is not in use for this purpose at the present time, but is used as a receiving and storage depot for the lumber used at the mines. This brief description of the port's facilities, equipment, and methods in transfer operations underscores the primary function of the port at Gliwice which is coal loading. The port at Koéle, another example of "B“ type of terminal Operations like the port of Gliwice, plays an important role in the transshipment of Upper Silesian coal destined for domestic and foreign markets by inland water— ways. Coal consigned for foreign export moves either by barges through a system of inland waterways to the point of destination, or it moves to Szczecin where it is loaded on an ocean going ship for further shipment. Koéle is also a major unloading terminal of imported high grade Swedish iron ore for both Polish use and for transshipment con— signed to the Ostrava—Karvinski iron and steel complex in Czechoslovakia. The transshipment of coal takes place by the use of old and somewhat inefficient wagon dumpers. Czechoslovakian transit, iron ore and other raw materials, is unloaded at Koéle from barges into railroad cars for further shipment by rail to the point of destination. The annual capacity of the port of Koéle has been estimated by Polish officials to be approximately 1,100 thousand tons. With construction of the proposed canals, the Oder-Danube "‘ 'r— ,. ' u u -..4 --- . o ' .. ., ....-r» P, ~ . - ' _. -.-..nn- —--d . ..-. o r ‘ ' ... — ,____._._ .. ..4~ - ... ,- p, u, _ ....‘w. “-... ..- ... -..- . A . .. . . P... - ,- ...- ...» ..-k- - ’_ i --.... l -_.. 7A . .. . » .. . ~ -..- _- ~..'_,_- I . - \’ A-wu , 1.. ~"‘ --. I ‘ ‘ A . . "v ...A ’ - v- ..-, "~~ ‘ >-.. . ' ""'*' —-.L. _ .. -. ""'~".'_- . "--.. H\ “' “‘.--~ -. ‘7». "1 ~ an "-.--.,‘ a- - .- n... . .3,,-. ' ~¢ ‘ ‘u._ - ‘Q-~‘ ‘I n ‘1-.. s '- ‘ ~ ‘ \r -‘ho- .. I "M. '- lrt- -.. ‘ h—h) - ....“ . .,_‘ fur- ' ?;.. --kfi.‘ ‘I . § - “r. . u. L s. J... .r - Q . - R ~_]~H \‘l~‘\ .‘ A 5:! - ~“"~\.‘-r .... 65 and the Oder—Vistula, the port of Koéle will assume a key national and international significance. Koéle will become a hub for two major inland water routes linking the Danube with the Baltic Sea and the Vistula, via the Oder and the Elbe, with the entire Middle and Eastern European inland waterway system. The city of Wroclaw has two ports. The port Miejski (city port) is an example of ”A" type terminal operations especially equipped to handle an assortment of commodities originating or terminating locally in the sur- rounding areas and foreign shipments such as building materials, raw materials for light industry, as well as a multiplicity of finished goods. Lately, with increased Polish participation in foreign trade via inland waters, the port Mierki is assuming an increasingly greater func- tion in international trade. Wroclaw's second port is Popowice, an example of ”B" type. It is equipped to handle bulk commodity such as Lower Silesian coal, copper, nickel, and magnesium. The shore installations for both of Wroclaw's ports are old and are long overdue for replacement. The low estimated annual capacity of 760 thousand tons for Wroclaw's ports, Miejski and Popowice, reflects perhaps the inefficiency of its old shore installations and their low priorities assigned by planners in the reconstruction of port facilities. Both ports of Opole and Malczyce, examples of "A"" type terminal operations, handle general cargo. Here, I... v ‘ .w ‘§ \ \- “- shipments and the multiplicity of commodity handled do not lend themselves well to application of mechanization in cargo handling. By nature this type of transshipment operation is high labor intensive, thus costly. The port of Opole in recent years has begun to develop its own specialization by handling potash imported from East Ger— many destined for the local fertilizer plants. Both ports also service barges of the agency Zegluga Bydgoska. The total capacity of the ports of Opole and Malczyce is equal to 150 and 280 thousand tons, respectively. An attempt was made above to exemplify briefly ter— minal operations of both "A" and "B" models in real content. Table u summarizes the major characteristics of the Oder River ports presently in use. An analysis of Oder River ports reveals the emergence of a type of geographic division of labor between the ports. This emerging division of labor cannot be entirely attributed to conscious planning by the planning agency but, rather, it is a response to economic and loca— tional forces. The fact is that some of the ports are in close proximity to the developing industrial complexes or sites of existing or newly discovered raw materials. Therefore, one would expect that the port would serve its most immediate area. Greater specialization of the river ports would simplify and expedite the flow of commodities on the Oder in the sense that a particular port would u ~.~.~.N . . fl .~r_.~ka~ ‘ . .. ..._.- ....w... . , . N lfia~.\-fiv'w .)~-N..~..Nsm.v ..3--~\ n ._ ...l .: .. . . . . . .. . .p.‘ M u . ih .F .....p.— ....~.\ ..:._i .. a. x , ....h. . . A L ..x. . ...L. :«Lg ..T... _: Z“ ...,.;< . _ ...: .32 LC .C ...g......~.- ...mum .a..m....~a. s... .H,. ..fig ~kha.l~pk . ~Nay~ .u~s..ya~x\ W»r.-~.~:w ~nNH.‘ LIL. ..T. ”......r“:;..;;:.<.L<:.. 1:..pr ...:Z. :2. >.£< poz * ”opoz OOLOO HOEOOOO O.Hm O.m H Om m 0.0mm OON BONoopz owpmo Hmsocow * o.oH . m H o.mHm OH mszo AoHNox w moaSHHc pom o>pomomv pcmEmo mo wcfl nomoq .ompmo HOQOOOO 0.0 0.0 m m H O.mmH OmH OHOOO A.£ommo pfiwcmhev who copw mcwowoac: m&owlamoo . x O0 OOHOOOH m.OH m.Om O +O m 0.00 OOH H mHmox lempo copH mcHomoHcsm&om -HOOO wcHOOoq m.HH m.OO . OH m O.HO OOO.O OOHBHHO .8 c A.Ex :HV .2 .Um mpmddfie mwcmfi AmCOp oooav m omam cowpocsm wmg< OOQH commz mmcmpo mCHmmm Isawcoo pH 0 mpgom zpmefipm whom Ca CH mmh< Mo .02 O0 .02 %o .02 8099 Hmscs¢ xompe mm mmeOpm coapmooq oopwefipmm wemom mm>Hm mmmo mmB mo mOHBmHmmBo¢m._..._: T..— ,~.~...._ __ _. :_ ......V~< . L C CZ LC 02 \~.,.~:,.::\ . . . .s: .Cz :~:.N.H O . . .4. +2.1... 1: 13:2,: $1.220; Osirswf... v.54...H..........;ll: 3.3.(3 {Jill 68 .mmma .mde xzmwoop3 nmmCoo mC mmSHmoN zoCmmm me wo mOHCMO me EOCM UoCHmpno mpmm ”oohsom mHCmHHm>< uoz * umpoz Hmoo OOHOOOHOO * * . . * OH O.Om~ +OOO.O OHOONONO mmsp pCmCo ammo COC OOHH CO Oem * * . . * m m mHO OOH Oswppmom ACOHCMOm MCHHmoov mCmp upmsv LopCHZ ,» .CHmCm Co pngOHCmmemCB m.H O.~m . . H H O HO: Om OOHOmeO mmsp Co% mwOCOCOc< * * . . m H 0.0m: O: me Ozoz ompmo HmCmCmu w.: 2.0 m m m w.:om omm moawoamz . . . .Ex CH A Ex CHV 2 am mpwmdfle moCo AmCou oooav CoHpoCsm mmC< coca Comm: mmCmCo mCmem :3 Co zpfiomdmo m Co mhmefipm whom CH CH mop< mo .02 mo .02 mo .02 Wmmmo HwCCC< p m xowme mm mmeOpm Coapmooq Umpmefiumm cmSCHuCOOII: mqm® wmpmm Ho>oq Occm . OHOOHz SMOOOmH Opfiomamo OOH H .Co O .m>< CC A .z IOCCmo memm .Em CH oHommH>mz pCmflomCo . Couomw me mo mEmz mo Cpoaz mwmpm>< meHmmfiE Cuowq . HmCCmCo 1Com Edeflxmz OHOOOH>O2 Co guamo Ememwm mm>Hm mmmo mmB mo mOHBmHmMBo¢m¢mo mqm<8 . r ... 80 underestimated as they determine the permissible drafts and the corresponding maximum tonnage for vessels. The presently existing system of the Oder River is comprised of four distinctly different sectors suitable for navigation. Figure 13 shows the individual sectors and their respective make—up as a part of the inland water routeway. The first section, Gliwice Canal, smallest of all four which is “0.6 kilometers long, UO meters wide, and 3.5 meters deep, was designed to provide a water link between the coalfields and the center of heavy industry of Upper Silesia and the Oder. The canal is the newest and the most modern portion of the way in the entire Oder inland water system. Six twin chambers, 72 by 12 by 3.5 meters, with fully automated locks permit the passage of 750 ton barges. It has been estimated by the officials of the agency Zegluga na Odrze that in its present condition the Gliwice Canal's maximum annual capability is 5.2 mil- lion tons with 2“ hours a day operation. With the modernization and enlargement of the lock chambers this portion of the waterway between Gliwice and Kozle will be capable of carrying barges of a 1,000 ton load capacity. The second sector, 169.0 kilometers long, extending from Kozle to Brzeg Dolny, 95.6 kilometers to 259.0 kilo- meters on the river, is the Channelized portion of the Oder. In this sector the supposedly guaranteed depth is 1.5 meters, however, during a prolonged drought it is difficult 81 roo. IOON Icon 100v 1000 [00. Slilivv ~93. d0 79 10— 22050.5. 3N9 Z>NEmQx ——————————.——————____——————————————— 2 N GO 8 a 2983 533.; «m8 wt... “.0 SIDE "9 £50.“. 82 to maintain even that minimum. Until recent years there has been no particular effort to standardize lock size on the Oder. This has resulted in a multiplicity of different types and sizes of locks. One may point out that the effi— ciency of operation largely depends on the standardization of transportation equipment. Table 6 lists and summarizes the major characteris- tics of locks on the Channelized portion of the Oder. As one can see most of the lock chambers are relatively small. Only two chambers are capable of accommodating even the Smallest barges, Peniche, in a single locking operation. Some of the locks from Kozle to Nysa-Klodzka are very old and inefficient, being long overdue for replacement as several of these have been in use since 1895.9 Theoreti— cally, the maximum attainable speed on the channelized . portion of the Oder waterway is listed as 12 kilometers per 'hour, however, this figure is very seldom achieved by even the most modern self-propelled barges. Numerous sandbars, lack of navigational aids, and obstructions make naviga- tion on the Channelized portion of the river hazardous. The objective of channelization of this portion of the Oder was to produce a minimum depth of 1.5 meters during the critical period of late summer and fall which would allow uninterrupted movement on the river. Unfortunately, this 9Andrzej Grodek (ed.), Monografia Odry (Poznan: Instytut Zachodni, 19A8), p. 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Zax <7-I~ 83 .CozCooz meQ HHomemQ omNCD OzowMCxo Co moam%o me .mmma .mCsh .3mN00C3 Echm omCHmpCo mama ”condom OO.OH H.OOO Om.m OO.OOH OO.OOH O.HOO OHNOOO OO.O m.OOH OO.O OO.OHH OO.OHH O.:mm AOOOONOOV zmwootz O0.0 H.OOH Om.m O0.0HH O0.0HH m.Omm ONOHOmN OO.O O.OOH OH.O OO.OHH OO.OHH O.mOm OOHSONOOOCOO OO.OH H.mmm OO.O OO.OHH OH.HmH B.Hmm OOHszNmmO O0.0 O.NOH Om.m OH.HmH O0.00H m.~mm OOHzopmm OO.O 0.00 O0.0 CH.OOH OO.OOH :.mHm OOOOO OO.O O.OOH OO.H HO.OOH OO.OOH H.OOO HOOHH O0.0 H.\OH OO.O O0.00H O0.00H m.NOH OONCm O0.0 O.NOI OO.O O0.00H OH.OmH O.OOH OOHBOCOSO OO.O O.O,H OO.O OH.OOH OO.OOH :.OOH msz C0 OOOOOHCOOO OO.O O.~OH Om.m OO.OOH OO.OOH O.OOH OOHOOOCOO OO.O O.Om OC.C OO.OOH OO.OOH O.OOH OOHOOOCOO OO.O 0.00 Om.m O: OOH OO.OOH O.:OH HOHOHZ OONCOOC OO.O O.mm O:.m OO.OOH OH.OOH O.OOH :HHOOC3 OO,O O.OO OH.O OH.OOH OO.HOH O.OOH OHOOO OO.O 0.00 OC.O OO.HOH Om OOH 0.00H OOHzONOOCO OO.O 0.00 OH.O OO.OOH OO.OOH :.OOH OOHOSOHN OO.O m.am Om.m OO.OOH OO.~OH O.OOH HOOHOCO somom OO.O O.OO OO.O OO.COH OO.OOH O OOH OOHSOOOOCO OO.O O.Om OO.O O0.00H OO.OOH O.OHH OOOOOOCOO O0.0 O.mm OO.O OO.OOH O0.00H O.mOH AOOHzOONOOOOOV OHOOO mhmpme AmCmmeV szoq Comma condom AOOOHz V OOOOOH Ammmpmec EOCC O O 0 wow mCmoEmCo mo Hm>oq mom Coco C Hp o q mCOHmCoEHQ Xooq mo CC fimm m>on< Copmz go Cofipm>mam Co .Em mmmo mmB mo moeomm QmNHAmzzHm mmmo mme zo ozHB<>>¢mh<>> awn—O m1... m0 map—Own NE. 20 2.0352 Jfim 09 Scam mocmpmflm seaeaam .m.m am>am mead As efiv mean unwanaem pawaespm oeeepmao .H@>O QOCMPWHQ mwmoxm AmmMBmzqux ZHV MdszHm Qz< aqHHm mm mozHB3 >3 «3 (U 3 3 $4 S-u (D Q) 4—) 4-3 m m (1) Cd 0) 'U 3 (1) '0 S—q 3 5:: Cd (:3 (U 0 H O (D 'U H 0 4-D 'U H S-c L: co 5: r-i L. O (1) c: a) H 0 3.4 cc (v H S U) (U D. H 4-) O H O. H Sa H H 52 é’ m E. E 52 I I O E. r__]“* :11 [ ll"""'5:=1 _.=-al L As is shown in the table above, the dominant mode transportation in the intercity movement of commodity n measured.in terms of ton-kilometers is the railroad. 1968 it carried 82.3 percent of the total interurban ffic measured in ton—kilometers. The only other major pliers of'the service of transportation in Poland, how— r, of significantly lesser prominence when measured in ms of tonekilometers, are the motor carriers. In 1968, 1r transport carried 10.7 percent of the total freight f‘fic measured in terms of ton-kilometers. 13A Ehxrprisingly, when one looks at the percentage ’e CdTeeach mode of transportation in the movement of L1 tcnniage of'intercity freight traffic, the railroad is SGEHl‘tO be the chief supplier of transportation but, uar,:motor transportation. For example, in 1968 rail- is moved only 3A.A percent of the total tonnages of ight, whereas motor transport moved 63.8 percent. These ferences in emphasis in measurement are clearly shown in ;ure 20 above. The noticeable differences between absolute ton— ;es and ton—kilometers as a measurement of a mode's Lative share to the total supply of transportation, sug- sts to the author that in Poland there is a division of nor based on distance between railroad and motor car— ers. Concentration of industry within a small geographi- 1 area, the compactness of the country, and the short stances of a large percentage of movement, favors motor nuders. As a result, motor transportation shows a :eater rate¢of growth in tonnages and ton—kilometers of amamflty freight service than any other form of transpor- ation. Fpr example, the motor carrier tonnages have rmreamaifrom 12.5 million tons in 1950 to 72l.A million 20 r11968,enlincrease of 5,771 percent. It should be mmed‘mmm these relative shares have not been constant P— 2OGIdwny Urzad Statystyczny, Rocznik Statystyczny 1968 (Warsaw: 1969), Table 5, p. 298. 135 a perfixmd of time. Previously, the railroad was almost Inyively the only mode of transportation in Poland. As as 1950, railroads carried 92.2 percent of the total crcity freight traffic.21 While at the present time, Inodes carry more tonnages than were carried in the -y Post-World War II period, the relative share of each a has significantly changed. Much of the increase in iage in the last eighteen years has gone to the newer es of transportation, particularly to motor transport pipelines. Statistically, inland waterways in Poland have 11 significance, measured in both total tonnages and -kilometers of commodity carried. Table 1A shows that and waterway carriers had 0.3 percent of the total 'ight market in 19A6 and 1.8 percent of all intercity :ight in 1968.- The trend lines in Figure 21 accompanying >1e 1A suggests that total ton-kilometers of motor and nestic waterway freight have risen at a much greater rate an railroad movements.‘ Waterway traffic on the inland vers and canals has risen relatively fast since 1960. A comparison of the percent rise in inland river EMTic since 19A6, with rates of increase for other sumportationzmodes shown in Table 1A, reveals that eightlneffic on inland waterways, in Spite of the low dativegxmition in total tonnages commodity moved, has 21lbld. 136 pepeacaewaaeH* 0.0QH o.ooH O.OOH O.OOH 0.00H O.OOH O.OQH fleece * * x x * x * hi» m.a m.H e.H m.a m.H 5.0 m.o appez pepHeH N.m Hp: mofl . . o e . o e . WQCHHQQHW 5.0H 0.0 A.@ e-e m.o m.o m.o space m.mw m.em o.mm 0.0m e.Hm e.ma m.mm Hflem AmempoEOHflxucoe mov cofiuooflepmflm mmmpcooemm mem.mflfi ama.moa oam.mw amfi.mp amm.pm mae.mm ppm.mm fleece ma Ha p m m H . . pea omo.m Hmm.a mem.a eom map mom mm nape: eeeHeH wow.m mmm.: moenfi . . . . . . . . wocfiamowm Hoe.mH amm.OH mee.> mae.m mea.m cam on space omp.mm mem.mm ome.me eem.pp mpa.am mmfi.mm mee.ma Hflem mppepEpHaxueoe coaaaaz eH mama Nowa epmfi oema mmaa. emaa peas ppoa Ammams mmeemamm moav name: a m BZMEEOZ EmmHmmm wfiHomMBZH 137 . . s .mmm .Q «Amwma ”3mmpm3v wmmalwcmoxpmmpmpm xflcnoom «Osmompmzpmpm owns: mczflmo mAwmmW "3mmhm3v mwmalmqma SpLOQmCOLBINcNWNpmzpppm xficNoom .menompmzpmpm o Nab mczwww ”moosoom OeeeaeaewfipeHe mam Omm Om: Nam OOm NOH OOH proe . . . . . . . . . . . . OOH . pea HHO.m Oem.m amm.m mOe.H mOe.H OOm OOH papa: OeeHeH . o . o . . e . . . o . OOH WQCHHQQHm NOO.Om OOO.mm OO:.OH Omm.eH NHO.O mam OOH sense me: Om: Ooa mam NON OOH OOH Heme £p30p0_m>flpmfiom OOaH. poms seas OOaH _ mmaa . omaa Oeaa app: Source: 138 FIGURE 21: The Trend in Intercity Freight Movement by Modes In million ton-km. 100,000 90,000 80,000 70,000 60,000 50,000 A0,000 20,000 1,000 19A5 50 55 60 65 1970 Based on data in Table 1A. risen very rapidly, second only to the trucking industry. All inland water agencies navigating Polish rivers in l968 carried approximately 6.6 million tons, which con— stitutes only 0.6 percent of the total tonnages carried by 1.39 nation's transportation system.‘22 The low participation -nland waterways in carrying the nation's freight traffic largely due to insufficient technological improvements the rivers and the lack of early cost consciousness on part of the shippers. The most important Polish rivers om the point of navigation are the Vistula and the Oder. spite of a great estimated potential by the proponents inland water transportation, the present contribution of lese rivers to the total movement of commodity is rather inimal. One of the problems, among a multiplicity of >thers, lies in the fact that most of the rivers in Poland are not channelized or regulated. However, the most impor— tant economic problem is an insufficient amount of east- west artifical connections. Construction of several east-west canals between the northerly flowing Oder and Vistula would link these rivers into a greatly needed uni- fied network of inland waterways. If one looks at the present pattern of inland waterways in Poland, it shows that two major streams, the Vistula and the Oder, are connected together in their lower reaches, in the northern portion of the country, via the Warta, Notec, and the Bydgoszcz Canal. The northern por- tions of wojewodztwa Zielona Gora, Poznan, and Bydgoszcz, through which the Warta and the Notec’ flow and by which the I 2201’0wny Urza'd Statystyczny, Stapystpka Zeglugi Srodladowej i Drog Wodnych Srédladowych 1968, Nr. 74? (Warsaw: 1969), Table l, p. l. 1A0 _s InaChe between these two major rivers, is an area of iveily jlow manufacturing concentration, thus represent— nmtll enzonomic significance. Unfortunately, no such cticnl exists between these two rivers in the middle ma COLHTCry, connecting Wroclaw and Lodz with Warsaw, rea.cn?laigh manufacturing concentration. In the south- , tine Upper Silesian industrial district in vumiztwo Katowice, is linked with the Oder via the rice Canal. Unfortunately, there is a lack of water lection between the Upper Silesian Industrial District the Vistula, flowing only a few kilometers to the east. In comparison with other navigable streams in -and, the most important river for navigation, both from a physical and economical point of view, is the Oder. 5 primary importance stems from its geographical loca- on. Together with the Gliwice Canal, the Oder links the el basin and heavy industry of Upper Silesia with the untime port of Szczecin. The economic prominence of the derzhlcomparison to the other Polish navigable streams mlbe $MNM1by examining the total tonnages carried by rmandvmmerways for 1968. For example, the total ton- mgmscanfied by inland waterways in Poland in 1968 was 5,5flltmmmand tons, anaaverage distance of 308 kilometers, ofwhhm Um agency Eegluga na Odrze carried approximately 23 A3pemmntat an average distance of 537 kilometers. ‘ 23lbid., Table l, p. l, and Table 3, p- 3- 2: 1A1 trune ruature and the economic importance of the Oder er“ carlloe shown, in respect to other navigable streams, pointing out that in terms of ton-kilometers the glluga rua Odrze carries approximately 7A percent of the laire Thalish.waterborne traffic.2u The fact is that where Iner'rnavigable streams in Poland and the agencies navigat- ag on.tfluese streams have only local significance, carrying rimalfifluy sand and gravel over short distances, the Oder liver has a potential, in the true sense of the word, of Decoming an important artery of transportation of both interregional and international status. For example, the average distance for the two agencies navigating on the Vistula, Eegluga Warszawska and Krakowska, in 1968 was 70 and Al kilometers respectively, while the average dis- tance of the Eegluga na Odrze in the same year was 537 kilometers. Administrative Structure of Poland's Transportation Since the end of the war there have been successive a$flnishxmive reorganizations of the transportation ser- vimm hiPoland. The reasons for these modifications have bemltherwcessity to bring transportation into line with Um &wietdirectional patterns of commodity flow and, amveall,due to growing operational difficulties arising ‘ 2L‘Ibld. 1A2 rxmlraphiindustrialization and urbanization. In socialist Poland, all forms of transportation ’e in Hmehands of the state. State ownership cannot be ludbuted as a peculiar characteristic of the present form ’govemnmnm but, rather, is in many respects an extension a.practice which existed before World War II in so-called pitalistic Poland. Prior to World War II, there were oortant state-owned transportation undertakings such as 3 Polish State Railways (PKP), Polish Airlines (LOT), °ee steamship companies, and the port of Gdynia. The 'st two came under the jurisdiction of the Ministry of ustry and Commerce. There was only one major railroad, nia-Silesia, completed in 1926 which was privately owned 1 a large share of foreign investment, primarily French. 1way transportation, consisting largely of wagons pulled lOTSG, was mainly in private hands but operating nses were issued by the less important Ministry of sport. Under the jurisdiction of the Ministry of spxnrt‘were also included inland waterways, although the 1d shilnxing companies were privately operated. Since nailroads handled by far the greatest proportion of freiglfl: and passenger traffic, it can be said that the of transportation in Poland before the war was in the of the state. Ikleost-World War II Poland, once again, the state ed.tflae <3ontrol over the modes of transportation. The .._ ~ I p 1A3 Hustry oflkensport, elevated to a new role, took over 1e toprmumgement of all forms of transportation with the :ceptbmicfi‘the maritime ports and the merchant marine ixulfell under the jurisdiction of the newly created nistry of Shipping. In addition to the prewar state- ned transportation enterprises, several new agencies der the jurisdiction of the Ministry of Transport were aated. Among these agencies were the State Highway insportation, the State Agency for Navigation on the ;tu1a, and the State Agency for Navigation of the Oder. This organizational structure of Polish transporta— n lasted until 1951, when the Ministry of Transport was lished. As the problems of transportation became more plex in the early 1950's, the Polish planners attempted olvethe mounting and complex problems, arising from Ld economic changes, by administrative reorganizations. highly centralized control over the system of transpor- .on enjoyed by the Ministry of Transportation was ded between four ministries. Several new ministries, ddition to the already existing ones, were created, lWLnistry of Railways, the Ministry of Road and Air spend:, and the Ministry of Navigation. The former tions cxf the Ministry of Transport pertaining to the tructitnl, maintenance, and operations on inland water— afuizniver'shipyards were taken over by the newly :ed NUJtistry of Navigation. The new organizational 1AA :tLLre (of Poland's transportation is shown in re 222. Eflxipping was given the added responsibility of lopiiu; and coordinating a balanced transportation sys- Its Ixrimary function is to move goods and peOple nmfll a system.of tranSportation. In the assignment of Lvithnal tasks to the modes and the problem pertaining to enmnn:, the Ministry of Shipping has undisputed juris- tion and control over the transportation modes, while respective ministries have administrative responsibil— .es and technical power over their modes of transporta- >n. On the ministerial level in planning and coordinat- g further development of Poland's transportation system e Ministry of Shipping plays a key role. Its function is m only to keep and provide statistical data pertaining to >vementmz co stomachs co stomach: use O hoeom co seepage: ! i j m h(—-—-~——~—-—-——-—~———-—-—-—~—-———-— D—e ooocfiaom co stomachs b II .Pu Ilt|3|.llll. 1A6 esponsflfidities of the District Directorate of Inland atamnws fall within the following four main tasks: 1) Construction and development of navigable inland waterways which would include regula- tion, channelization, construction of retention reservoirs, dams, locks, etc. 2) Administration of inland waterways 3) Overseeing of navigational regulations A) Inspection of vessels and other floating equipment. The district directorates of inland waterways acute their function in the field, as it pertains to the relopment and construction of inland waterways, through a ordinate body, the State Water Management. The actual ber of State Water Managements under the supervision of District Directorate depends on the size of the dis- ct and the specific characteristics of the sectors of inland waterways within the jurisdiction of a particu- directorate. The amount, however, may vary between ' and ten such units.25 Cknmnercial inland water ports and their facilities under'tflue direct jurisdiction of an appropriate naviga- al agency, e.g., éegluga na Odrze, which uses its litijn3'within the range of its Operations. Other ,— 25Based on the author's personal interview with the deer’aat State Water Management Office in Kozle, May, 1A7 :horages and winter quarters are under the jurisdiction . are the responsibility of the State Administration of and Waterways. Previous regulations governing movement of goods people on inland waterways in the postwar planned nomic system had to be drastically modified to meet the economic demands. Many of these laws and regulations the interwar period were the remnants of the customary 3 and regulations dating from the partition period of and. The postwar economic and political changes gave a endid opportunity to break with inertia and to adopt new ?orm laws and regulations which would govern navigation ;he Polish inland waterways for the whole country. The first set of such laws and regulations per- .ing to movement of goods and people on Poland's 6 The basis for the rway was adopted on March 7, 1950.2 omic organization of inland water transportation is dded in Article Eleven which states that commercial gation on the nation's inland waterways may be per- ed by the government's own concerns or concessionary rprises.27 There are nine additional articles which r all phases of movement and related fields pertaining 6Prezydjum Rady Narodowej, Regulamin Nawigacyiny cogach Wodnych Srodladowych Rzeczypospolitej Polski saw: 1950). 271bid. 1A8 to inland water navigation. These laws, which are subject to periodical scrutiny and revision, were adopted by decree of the Ministry of Navigation with the collaboration of the State Economic Planning Commission, Treasury, Public Administration, Internal Security, and the Ministry of Internal Trade. In accordance with the regulations, enterprises navigating on Polish inland waterways must publicly announce the rates adopted by the Ministry of Navigation for shipment of goods and people. It is interesting to note that these rates are constructed on the premise that the inland water tranSport or combination rail-water transport should be cheaper than railroads or motor transport. In other words, the barge industry has a price advantage over other modes of transportation by administra- tive decree. If one assumes that the Polish shipper is in order to minimize his total transfer cost conscious, cost, then he should be using the inland waterways whenever it is accessible and profitable, CHAPTER V TYPE OF MOVEMENT AND TRAFFIC DENSITY It is assumed in this Study that the decision xhakerfiszin the long run in a socialist economic system such as INoland, as in a free economy, strive to minimize the total cost cm‘oringing goods and services to the consumer at the market place. Transportation cost is a part of the total cost of the goods offered at the market place. Therefore, the objective of the planners is to minimize, among other costs, the cost of procuring raw materials on the side of production and the distribution cost on the side of consumption. Each mode of transportation, due to its inherited characteristics in motive power, vehicle, and way (which are the most important basis for cost differences), possesses an absolute or competitive advantage in moving certain types of commodity over a certain distance. These costcfiiierences, in offering the service of transporta— tion,ckmermine the place a given mode of transportation ocmufies:h1the market allocation of distribution facil- ities. hithe preceding chapter, it was recognized that muainlmklwater carriers, due to their inherited 1A9 150 :haracMnflstics, are best suited for bulk commodity move— 1ent. lkmever, the inland waterway carriers' high terminal uid<1g>and delivery expenses make the mode an ineffective cmmetitor in the short-distance hauls, whereas its low ine-haul costs give the mode a competitive advantage in ne longer haul. In industrial society there is a whole cray of demands, both quantitative and qualitative, for 1e service of transportationo Modes within such a trans- >rtation system tend to specialize, exploiting their culiar competitive advantages, In this chapter, the author will analyze the quan- tative and qualitative demands for such movement on the ar River. The question will be asked: What are the iracteristics of the present movement on the Oder? The Llysis will include the type of commodity moved and the e of movement of domestic and international shipments. Quantitative and Qualitative Demand for Movement on the Oder When.considering the relative importance of the chiver irlthe inland waterways of Poland, recognition 11d beelnade of the quantitative and qualitative demands Inovenmnit on this waterwayo In 1968, inland water car— es in.I%iland carried 6,304,892 tons of commodity which ly rfinxresents 0.6 percent of the nation's intercity III—— .I 151 traffic;L The state agency iegluga na Odrze, the principal agency:hfixmsted with the navigation on the Oder north of Szczecin, carried “3.7 percent of the total inland water traffic. None of the remaining six agencies operating on Polish inland waterways, as one can see in Table 15 approached this sizable figure. The annual absolute increase in tonnages and ton-kilometers carried by Zegluga na Odrze from 19U6 through 1968 is shown in Table 11, Chapter III. The table below shows that iegluga na Odrze in 1968 carried 74.3 percent of the total traffic measured in ton- kilometers. The next highest carrier measured in ton— kilometers was iegluga Bydgoska with 14.5 percent of the total traffic. If one compares the average distances of each agency, it becomes apparent that unlike the rest of the water carriers, who are primarily of local significance, the agency Zegluga na Odrze, in addition to its local importance, has national and international scope. The analysis of qualitative demand reveals the great significance of the Oder in movement of bulk commod- ityu (Table 16 which shows the freight traffic on Poland's inland waterways by type of commodity moved, indicates that approximately half of the inland waterway's national ton— nage consists of sand and gravel. This, however, is not :HSIowny Urzad Statystyczny, Rocznik Statystyczny 1968 (Warsaw: 1969), Table 5 (1150), p. 298. 152 .m .a .s sagas .Ammma new moms gomcooz mmpm w wmsoomaompm HmSHmmN ”3mmLm3V.m: paw mm .mp2 «nozzonwapopm mxmpmmpmpm .mcnompmzpmpm uwmmb mczwam "mmohjom mm :.H o.a m.o m.m m.w m.m mxmzoxmpm mwzawo gm Hmm m.m m.m o.wa 0.0m m.mfi memszmpms mmsammm ma: m.:a mnma m.mH 0.0H :.m m.m mxmowpzm mwSHwo NH H.o m.o m.o H.m w.m w.m mxmhzmmz mmdawmw NM 0.0 o.H ous m.m 0.: m.: mxmcmew mwsammw smm N.m s.m :.m s.sfi o.ma o.ma axmmflommoum «mafimmw m as w 55 m as m.ms m.ms m.ma meeo m: mwsfime Amsmav moan wsma moan mesa msmfl momfl A.Ex QHV whmpmsoaflxlcoe mcoe mocow< mocmpmflm - mmmuw>< mmwmpcmommm CH mommpcmepmm CH ma mqm<9 wozmo< OB UZHQmOoo< mmmmmHmm M<3mME<3 QZur types of commodities carried by Zegluga na Odrze, tuminous coal, sand and gravel, ore, and fertilizer com- sed 90 percent of the agency's entire tonnage in 1968. compare this with iegluga Bydgoska, the agency navigat— g on the rivers, Notec, Warta, and the lower portion of 3 Oder, outside of sand and gravel which in 1968 consti- ;ed 48.4 percent of the agency's total tonnage, there is :omplete lack of concentration.2 The next highest group commodity which was 8.7 percent is listed as miscellane- 3 agricultural products. Therefore, one can conclude t a few types of commodities and large tonnages give agency Zegfluga na Odrze an advantage in comparison with ar inland.water agencies in Poland, in that it can apply ceater'amnount of mechanization to the movement, thus “easing the cost of transfer. Unfortunately, statisti— data showing rates and comparative cost for providing '— 2Glowny-Urzad Statystyczny, Statystyka Zeglugi ladowej i DrogWodnych Srodladowych 1968 (Warsaw: If ), Table 16, pp. 14—21. 3Ibid. 157 the mfiwicecfl‘transportation is not available to the author1x>substantiate this assumption. Nevertheless, the relatiweijmortance of each group of commodity in inland waterwaycmuuders can be shown by ranking their shipments accordhugto highest tonnages. Table 17 lists a group of fifteen commodities carried by the agency Zegluga na Odrze TABLE 17 RELATIVE IMPORTANCE OF SHIPMENTS BY INLAND WATERWAY ACCORDING TO AGENCIES iegluga Zegluga Rank on All of ommodity na Odrze Bydgoska Poland's Inland Rank Rank Waterways fig .tuminous Coal 1 . 2 1nd and Gravel 2 1 1 'es 3 . 3 rtilizer 4 6 4 one 5 7 6 od and Wood Products 6 10 5 ain 7 5 7 1er Commodity 8 3 9 cent 9 8 11 gnite and Coke 10 13 Lals and Metal ‘roducts 11 9 10 0. Agricultural roducts 12 2 8 0. Chemicals 13 4 l2 ck l4 . . 15 roleum 15 . . 16 1r Beets . . . . l4 '_i ’ce: ijfimny Urzad Statystyczny, Statystyka éeglugi Srw&dladowej i Drog Wodnych Srddladowych l968, .Nrn. 48 (Warsaw: 19697, Table 16, pp. 14121. "TH”W 158 amxndingtx>rank. The ranking of Zegluga na Odrze can be compamxiwith other agencies such as Zegluga Bydogska, showing no parallelisnn These obvious differences between the agencies rmwigating Polish inland waterways in the commodity moved, leads one to question whether there are regional variations and differences on a small scale in the tonnages and the type of commodity carried within the Oder system. Thus one should ask the question: Is the Oder River, including the lliwice Canal, along its entire length a homogeneous way 'rom the point of type of commodity moved and traffic ,ensity? One could only assume that the differences in he quantity and the type of commodity offered for shipment ould stem from regional differences. As has been dis- issed before, the quantitative and qualitative demands are arived demands which are generated from the needs within 1e hinterland that the particular mode is serving. There— vre, if significant variations and differences exist thin the hinterland that the particular mode is serving, can the quantitative and qualitative demand for movement uld greatly differ from region to region. Type of Intraregional and Interregional Movement 'Withirlthe domestic inland water freight shipments, can distinguish two methods of moving a commodity from {poirn:oint of origin to the final destination by inland water- 'ays. Surprisingly, barge-to—truck shipments virtually do ot exist on the Oder. This perhaps stems from the lack of omplementarity in the type of commodity moved in Poland by he barge industry and the trucking industry. The combination barge—to-rail shipments on the ier, measured in ton—kilometers, make up 82.0 percent of le total commodity moved.Ll The national average measured ton—kilometers, for combination type of movement, is .2 percent.5 Looking at the actual tonnages moved, one tains a slightly different picture. The actual tons of mmodity moved.by the agency iegluga na Odrze in combina- Niloarge-tcwqmfli.shipments, are 1,815,209 which is only .9 percent of the total tonnage.6 TTua differences in the measurement between ton— ometers and tonnages suggest that relatively few types 1migh \nilue commodities are shipped over long distances. l——— ulbid., Table 8, p. 5. SIbidJ Ibid. 1" . 160 Dibomocxwes the Oder leads the nation in combination bargedxrieil type of movement which would suggest a greahmccmgree of integration of inland waters in this reghxlwithin the total transportation system. Further- rmne, the variations in the percentage of the combination fame of movement from one inland water agency to another is also indicative of the type and value of the commodity that is mostly carried by that particular agency. The higher Value commodity is more transferrable than low value com- pdity. Thus the agency whose total make-up tonnage is of elatively low value per weight will exhibit a signifi- antly smaller percentage of combination-type movement. To exemplify this point, one can demonstrate that e agency iegluga Bydgoska, whose 48.4 percent share of tal tonnage in 1968 was composed of sand and gravel, mbination barge—to-rail type of movement was only .5 percent of'the total, measured in terms of ton- xmmeters.7 The same low percentage of combination-type 'ement;i11:relation to total tonnages is also true in the e of'tflue agency operating on the lower and middle tula, Zegluga Wars zawska. Tflne conmination—type shipments which are so preva— cni thee(Dder are primarily of that particular category esenting one transfer between modes. Domestic ship- s with two transfers between modes are considered most 7Ibid. -... h. “I L’— 161 stly, imaquiring a greater output of capital and labor :1, in stcent years, statistics indicate that they are ing;1fliased.out from the scene of interregional movement. typixxil example of combination barge-to-rail shipment .th tmno‘transfers is the movement of coking coal from the .nes at walbrzych and coke from the processing plants to 1e steel plants in Upper Silesia. The coal from the mines ... D shipped by railroad to the port of Wroclaw where it is oaded on barges to be moved up the river to the port of liwice, where once again coking coal is unloaded from the arges to rail hoppers for shipment to its final place of iestination. Reduction in shipments with two transfers >etween modes in recent years is reflected in the relative importance of some commodities in the make up of total shipments. For example on the Oder in the past several years the share of bituminous and coking coal in relation— ship to the total tonnage moved decreased from 60 percent in.1960 to 40 percent in 1968.8 In spite of this decrease (Kai still occupies first place, as one can see from Table Miin the previous section, indicating the relative imporUnme of various commodities in interregional movement on the Oder. The only available statistical data on the intra- reghwmlrmwement of commodities via the Oder River, within Thwarzystwo Rozwoju Ziem Zachodnich, éegluga na Odrze (Wroclaw: May, 1969). A." 162 the study area, is presented in Table 18, A close examina- tion of the table reveals that intraregional movement by water carriers within the Oder hinterland to the total inland water movement was relatively high both in 1966 and 1967, 39.9 and 48 percent, respectively. In 1968 it had significantly increased to 75.8 percent. If one examines I Table 18 in conjunction with Figures 23 and 24, it can be seen that in the case of the individual wojewodztwo Szczecin, in addition to being the major receiver of goods from the other regions, 92.9 percent of the port of Szczecin's total consignment in 1968 was destined for ship— ment within the wojewodztwo itself. Surprisingly, the only ‘other wojewodztwa which show any intraregional movement are Opole and Wroclaw. The share of intraregional shipment to the total consignment in 1968 was approximately 2 percent for both regions. Looking at the interregional movement of a commod- ity via the Oder River, it can be seen that there is a marked increase from 1967 to 1968. The major shippers were wojewodztwa Opole and Katowice, whose entire inland ship— ments in 1968 were consigned for shipment outside of the boundaries of their respective regions. The next closest region with a large percentage of commodities shipped out— side of the region is wojewodztwo Wroclaw. The major receivers of commodities via inland 1 waterways from other regions in 1968 were wojewodztwa { l 163 TABLE 18 INTRAREGIONAL AND INTERREGIONAL MOVEMENT OF COMMODITY ON THE ODER FOR SELECTED YEARS (IN TONS) Consigned Region Year For Shipment For Shipment Total within Outside Region Region City of Wroclaw 1966 266,185 25,850 240,335 1967 363,262 193,742 169,520 1968 157,895 10,901 146,994 Katowice 1966 276,480 . . 276,480 1967 297,796 32,985 264.811 1968 551,068 . . 551,068 Opole 1966 650,127 85,314 564,813 1967 611,174 33,512 578,242 1968 642,523 12,510 630,013 Szczecin 1966 623,506 620,447 3,059 1967 749,889 715,118 34,771 1968 715,452 664,958 50,494 Wroclaw 1966 14,800 . . 14,800 1967 167,693 89,077 78,616 1968 415,049 8,865 406,184 Zielona Gora 1966 4,421 4,421 1967 5,864 5,864 1968 28,194 28,194 Source: Srodladowejg(Warsaw: Glowny Urzad Statystyczny, Statystyka ieglugi 1969), Table 15, p. 191. 164 TABLE 18—-Continued Received Total Shipment From Shipment From Eigiigczf within Region Outs1de Region I mport 209,129 25,850 183,279 +57,056 288,315 193,742 94,573 +74,947 543,620 10,901 532,719 -385,725 380,295 . . 380,295 -103,815 437,623 32,985 404,638 -139,827 467,201 . . 467,201 +83,867 262,902 85,314 177,588 +387,225 312,587 33,512 279,075 +299,l67 210,579 12,510 198,069 +431,944 1,271,096 620,447 650,649 —647,590 1,557,729 715,118 842,611 -80,840 1,526,952 664,958 861,994 -81l,500 319073 - - 313073 '163273 129,727 89,077 40,650 +37,966 54,849 8,865 45,984 +360,200 16,596 16,569 -12,148 13,830 13,830 -7,966 13,959 13,959 +14,235 i ‘ ... an. - 4,. 165 Szczecin and Katowice and the city of Wroclaw. By compar- ing Figures 23 and 24 it can be seen that wojewodztwo Katowice is both the major shipper of commodity outside of its own region and the major receiver from other regions. If one looks at the last column of Table 18, which shows the balance between export and import for individual regions, it can be seen that in 1968 the wojewodztwo of Opole showed an excess of 431,944 tons of export over import, followed by Wroclaw with 366,200 tons. In the same period, on the negative side where imports exceed exports, wojewodztwo Szczecin leads with 811,500 tons, followed by the city of Wroclaw, the next closest importer, with 385,725 tons of commodity. Table 19 summarizes the rela- tive importance of the wojewodztwa in interregional trade. If one looks at the shipments by type of commodity by the agency iegluga na Odrze one can see a great deal of difference between intraregional and interregional move— ment. In the three regions, Szczecin, Wroclaw, and Opole, which are the only ones that show intraregional movement by inland waterways in Figure 25, the major commodity in 1968 was sand and gravel. This overwhelming importance of sand and gravel in intraregional movement by barges can be demonstrated by citing that in 1968, 86.3 percent of a total 880,075 tons, classified strictly as internal movement within each region, was sand and gravel. 166 FIG. 23: CONSIGNMENT BY REGIONS IN 1968 \f\ n ’ l SZCZCC1:-\ ’1 In Thousand ”J 7 Tons {,r I” ——————— l, 500 S I x ) _______ 700 ,1 "’“"““’6‘600 \“ ::::::: ..... 400 V“ --..-_—-- 200 Zielona Gora }\ , \ -____-_- 50 ,1 \ \\ f"\ ———————— 30 q ' \ ‘ ’ Q‘ a a ’ ,5 ""4 Wroclaw: M For shipment outside the region For shipment within the region Source: Based on statistics in Table 18 n- . 167 FIG 24 SHIPMENT RECEIVED BY REGIONS IN 1968 ‘ V" C TONS . . ----- 1,500,000 zczecm -/\v‘ I ‘s I ,9" ‘1 I" ;' ------700, 00 ' ------------- 600,000 (I :2::§9.9*.999-4oo. ooo \ “"200, 000 O ,’ -..--.so, 000 l ____________ n _____15’ 000 30. 000 Zielona Gdra \ J \ I 3 I‘J‘yvv ~‘ Wro claw Shipment from outside of the region Shipment from within the region Source: Based on statistics in Table 18 168 .mauma .66 .ma magma .nmmmfl "zmmhmzv m: .tz .mmma noszoemaewpm zohcooz wwpm flIszoomavmpm HmSHMmm mxmummpmpm .mswozuwmpmpm vamp: zcsmNu “meadow &0.00H &Q.OQH . &0.00H mo.ooa ao.ooa Ro.ooa . m.o m.H .w.o m.o N.H 2.0. memo mcoaoHN m.m w.mm :.m m.m ._ m.m m.H anacopz ~.o: w.m m.om H.m m.m: m.o . swoomomm m.m m.mm e.oa a.Hm m.ma N.Hm maoao o.mm m.om m.:m :.mm :.om o.mm mafizmomm ”.mm m.m m.m 0 ma s.mfi w.mm 3mmcos3 go >cwo oma.m mme.a mao.a mma.a . mms.a :oa.a Amcos ooo.a see wCOfimmp w mnp.pom Hmpoe SLOQEH proaxm pLOQEH pLOme pMOQEH whoaxm . coammm wwma .Nmma mmma AqHB - M "TL ‘7', :5. I 194 traffic, measured in time or actual kilometers in relation to the total journey, is relatively small. For example, on the journey from Wroclaw to Amsterdam by inland waterways less than 3 percent of the total travel time is Spent on the Oder.lu Thus the Oder in this movement becomes a rela— tively small segment within the broader circulatory system. The importance of the direction of commodity flow, as a factor in the functional division of the Oder water— way, can be exemplified by citing two typical movements. For example, barges destined for West Berlin, Magdeburg, and the southern portion of West Germany will move by the Oder to Przybrzeg where they will enter the Oder-Spree Canal and proceed to their final destination through the inland waterway system of East and West Germany. However, barges consigned for Hamburg, Holland, and Belgium will move by the Oder to Cedynia where they will enter the Oder- Howel Canal. Thus, as a result of this directional move- ment of the commodity in international trade, one can obtain two functional segments of the middle Oder, Wroclaw to Przybrzeg and Przybrzeg to Cedynia. Because Wroclaw and Gliwice are the most important transshipment ports for both domestic and international traffic on the Oder waterway, the portion of the waterway lLlLucjan Hofman, Ekonomica Branzowa Jako Nauka (Sopot: Wyzsza SzkoIa Ekonomiczna 1962), p. 12H. 195 which connects these two ports must be considered, in both cases, as a functional sector. These ports are either points of origin of goods destined for export, such as coal from Upper Silesia loaded at Gliwice, or points of destina- tion for imports from Western Europe. The ports of Gliwice and Wroclaw are the focal points for both domestic and foreign traffic. Here the two systems come together and overlap on common points. So far the three functional seg- ments on the Oder were obtained as a result of the pecu— liarities of the outward movement of Poland's exports. The fourth segment, Cedynia—Szczecin, is a result of the return flow of a single commodity. Hardwood imported from Holland moves through a system of mid-western canals and enters the Oder River at Cedynia and proceeds north to the woodworking plants at Szczecin. This segment, in comparison to the other three, has the least traffic density because, aside from hardwood, little or no other imports or eXports are moved through this sector. The last segment, the smallest of all, Szczecin to Swinoujscie, as has been already discussed results from the movement of Silesian coal for export to Sweden. The analysis of domestic and international traffic and their respective functional divisions into segments suggest that both divisions should be compared. The ques- tion asked here is: What are the similarities and differ— ences between these two divisions? In the course of the 196 examination of similarities and differences between national and international movement, particularly in view of the lack of statistical data which would permit a more quantitative analysis, one is forced to make only a few superficial generalizations. Whatever are the shortcomings of these generalizations, they should still shed some light on the idiosyncrasies of both types of movements. In the sector Gliwice to Wroclaw, a sector of high traffic densities, there is a great deal of similarity between domestic and international movement. As one can see, the sector Gliwice to Wroclaw continues to be sub- divided into two functional subsectors. Beyond this por- tion of the waterway, the similarities between national and international traffic cease to exist. The second major sector, Wroclaw to Szczecin, which appears as a throughway segment in the interregional domestic movement of commod— ity, does not exist in the case of international movement. Instead, this portion of the waterway from Wroclaw to Szczecin is divided into three equal sectors with their own dfiaracteristics and idiosyncrasies. The last sector of the Oderg Szczecin to Swinoujscie which continues to play only aisecondary role in the international movement, does not appéear at all in the domestic division. In summary, one can say that as it appears from this functional analysis of both domestic and international mOVeInent, the Oder River is not a transportation artery of 197 uniform traffic densities and the intensity and direction of movement differs from the domestic to that of the inter- national. In comparing the physical division of the Oder waterway with the functional, it can be said that there is a surprisingly degree of similarity. For example, the sector Gliwice to Kozle appears in both divisions. Moving further down the river we have the channelized sector of the Oder from Kozle to Brzeg Dolny, this sector is somewhat longer than the functional sector, extending beyond the city of Wroclaw. At the city of Wroclaw, the similarities between the physical and functional divisions end° The segment of river from BrzegCDolny to Szczecin, the freely flowing Oder, has the least suitable navigational conditions, but nevertheless from the city of Wroclaw one can distinguish three functional sectors. It is possible from the discussion of the above similarities and differences between the physical and functional division of the Oder River to derive two conclu- Sions. One may say, first, that the movement of commodi- ‘ties on the Oder waterway does not in great measure, at l-€3ast at this point, depend on the navigational conditions Of’ the routeway.' Secondly, the sectors with better tech- n1-Ca.lconditions in the navigable channel and port facili— tifias are not fully utilized to their capacity, to underline reSlative differences in the Oder waterway stressing I98 physical limitations of the least developed portions of the routeway. Because total tonnages, at the present time, are relatively small on the Oder and there are not any signifi— cant differences in the intensity of traffic volume on the individual sectors, the author suspects that both general— izations are valid. However, with a rise in the volume of traffic on the Oder in the near future, one can expect that the physical differences of the waterway will be accentu- ated and intensity of movement will tend to reflect these physical limitations. CHAPTER VI THE ODER RIVER AND ECONOMIC DEVELOPMENT WITHIN THE FIVE REGIONS The function of a transportation mode is to provide time and place utility. In technologically advanced societies, regardless of their political and economic sys- tems, in order to utilize the economic resources to their greatest advantage in the production of goods and services, ‘the basic question faced by transportation agencies is invariably: How much transportation service does each sector of the economy need? Thus it is not surprising to note that even in a planned socialist economy such as Poland, during a period of economic growth the question of increments in the demand for and the supply of transporta— tion services assumed cri-ical importance. Therefore, the logical answer to the above—stated question in the plannei 1 ‘ economy may, just as in the free economy, have to be based on past, present and anticipated relationships between, a.d activity within the regions in each sector of the economy (ml the one hand, and tranSportation output measures on the otfier. Among the problems facing transportation geographers in Poland, some have particular significance since they are 199 200 connected with the specific conditions of economic develop- ment. In this chapter, the author will first examine whether such relationships between the industrial sectors of the Polish economy in the five wojewodztwa which are contiguous to the Oder River, and the volume of freight traffic on the river actually exists. For that reason, if one in evaluating various demands for transportation on the Oder would compare rates of growth in the value of produc- tion, within the five regions, with rates of growth in freight traffic on the river, the relationship between the two aggregates can be established. The material to be set forth below, while it would be quite inadequate for a thorough analysis of detailed relationships, should nevertheless, reveal overall paral- lelism in growth trends for the two aggregates. If there are, as one would expect, stable relationships between the physical volume of freight traffic on the Oder, then it would be desirable to undertake a more detailed analysis. Secondly, the author will examine whether a transport— CNltput correlative relationship exists for individual type (Kimmodities, such as coal, iron ore, fertilizers, and aauricultural products. This analysis is undertaken because th<3 author speculates that if one is able to establish the 8P<3wth of the individual commodity and its demand for in-la.nd water transportation, then this would be a useful 201 instrument in the planning and future development of the navigation on the Oder. Method of Analysis At first glance the growth of traffic on the Oder and industrial output in Poland shows a great deal of parallelism. If one assumes that the foremost objective of any statistical investigation, in geography or any other discipline, is to forecast one variable in terms of another, then it would be highly desirable to estimate a formal relationship between waterborne traffic on the Oder and the rate of industrialization. First, for the purpose of this study, a simple regression analysis is used to determine the ”best” fit for a given functional relationship. With the help of the method of least squares, the author will strive in this chapter to explain variation in the dependent variable, which is the freight traffic on the Oder, by variations in the independent variable, industrial output. Therefore, if the two variables, y (freight traffic on the Oder) and X (industrial output) are linearly related, the equation eiXpressing this relationship will be of the following form: y == BO + le. B1 is the parameter expressing the slope of Wise line and B is the parameter which tells at what value 0 13163 straight line cuts the axis of the y. The slope Bl teills by how much y increases for an increase of unity of 202 the value of x. Before one can employ the method of least squares, however, there are two assumptions that must be made. First, one must assume that the independent variable, industrial output, is measured without an error. Second, one must assume that for a given x (industrial output) there exists a normal and independent distribution of y (freight traffic on the Oder) values with mean, BO + le = ,jfy/x and variance GFE2. As we previously assumed that the demand for transportation is a derived demand, which stems from geographically removed places of production and con— sumption. An additional factor is that the variances for each distribution associated with each x value must be assumed equal.fi The least square estimators of B0 and B1 are: B0 = Y - Xb n — .— 2 (X1 - X) (Y1 - Y) A _ i=1 Bl - n _ 2 2 (X1 - X) i=1 These estimators will give a fit leveling to a minimum unex— Plained variance. Success in fitting will be measured in terms of the coefficient of determination, r2. 2 = Explained Variance r Total Variance x 100 percent, 100 percent being a perfect fit and zero percent indicating that the fit of the I’ee;ression line is so poor that the knowledge of x will in no way aid in the forecasting of y. Secondly, the author employs a coefficient of partial correlation which can be expressed in the ollowing formula: I, ___ 12 13 23 12.3 2 . 2 - which measures the correlation between x. and y indepen— dently of x2. The subscripts refer to the three variables, xl (output), y (traffic), and x2 (industrial index). This means that one can keep one variable constant, for example x2 and find the coefficient of partial correlation between x1 and y. This was introduced for the express purpose of differentiating between correlation of two variables as separate entities and two variablos with an interdependence on the third variable which one chose to hold constant. Relation Among Aggregates In this section an examination will be made of the relationship between aggregate freight traffic on all Polish rivers and on the Oder and the total industrial output. The degree of parallelism in the trends of growth Of the total freight traffic on the Oder and the total industrial output is brought out here through the use of a linear equation. As a measure of total industrial output, 204 the author calculated the index of the Gross National Product which can be considered the only available indi— cator of the growth of Polish industrial output. The total ton—kilometers of freight traffic on all Polish rivers and freight traffic on the Oder and their total growth is shown in Table 23. A regression analysis between these two aggregates, the index of industrial output and freight traffic on the Oder, was run on a 360 IBM computer and the results with their co—variations are very significant. As one can see in Figure 30, straight lines have been separately fitted and inserted on the chart for the two periods, 1946 to 1959 and 1960 to 1968. It can be seen that not all observations lie close to the two straight lines. The least squares line fitted to observations for 1946 to 1959 has the equation Y = 66.66 + .87 X where x is industrial output and y is freight traffic. The average absolute percentage deviation of actual from predicted values over these fourteen years is 4.2 percent. The record for the later period, after the reconstruction and the improvements in the physical facilities on the Oder is significantly better. The equation Y = 790.81 + 1.56 X fits the observations from 1960 through 1968 with an average absolute percentage deviation of 2.3 percent. The findings below indicate that the relationship between industrial production and aggregate freight traffic 205 TABLE 23 INDEX OF GROSS NATIONAL PRODUCT AND GROWTH OF INLAND WATER TRAFFIC IN POLAND AND THE ODER RIVER Growth of Inland Growth of Rise of Poland's Waterway Traffic Traffic on Year Gross National on All Polish the Oder in Product Rivers in Thousand Million Ton-Km. Ton—Km. 1946 100.0 Index 53.5 44,405 1947 133.3 69.7 59.245 1948 182.6 227.2 193,120 1949 222.3 334.4 284,240 1950 284.0 264 5 222,180 1951 346.7 340.6 286,104 1952 412.2 559 1 464,053 1953 484.2 597.1 793,910 1954 539.3 576.9 490,365 1955 600.9 775.0 643,250 1956 655.0 628.2 533.970 1957 719.9 708.1 601,885 1958 790.8 695.7 570,474 1959 863.5 639-4 530.702 1960. 959.0 904 3 759.612 1961 '1047.8 855.3 709,899 1962 1147.9 821.7 657,360 1963 1210.3 1025.8 841,156 1964 1323.4 1247.7 1,035,591 1965 1442.3 1409.3 1,121,187 1966 1562.6 1761.7 1,367,082 1967 1685.4 1881.4 1,432,535 1968 ' 1786.5 1979.7 1,549,326 GROSS NATIONAL PRODUCT calculated as a sum of the following elements: a) sale value of industrial goods and services b) value of finished product, semi-finished, and unfinished production plus the value of means of production 0) value of consumed resources. 206 5oz. 22:252. 000. 000. 00.! CON. 000. 000 000 00.. CON 1 d u — q u u u _ OON 00¢ 000 . 1 con § IBM! 8300 3H1 NO DIJJVUI lI-IOIBIH 1 CON. 1 00¢. 1 000. page ._<_~:mDoZ_ QZ< mm>_~_ meO m5. ZO UTE/b: FIOENE meihmm m_ImZO_._.<..m~_ m>_._.<4m~_aOU“om.0I 207 on the Oder River, particularly in the 1959 to 1968 period, is a close one indeed; the value of r is .7728. It is not surprising, however, that large economic aggregates are at least casually connected through time and technology because these massive composites are but two facets of a single industrial process. Even if the success would have been limited, the experiment above suggests that one has here a useful instrument for projecting into the near future, at least, observed relationships in the past. Correlative Relationships for Individual Commodity The preceding examination of the aggregate freight traffic and total industrial output gives ground for hope that significant transport—output relationships will be found for individual commodity groups. As raw materials for these comparisons one needs annual output figures for representative elements in as many commodity groups as possible with the freight traffic records on the Oder. Table 24 presents annual data for the years 1957 through 1968, covering the physical output of coal, iron ore, fertilizer, and agricultural products. Table 25 presents .freight.traffic records on the Oder for these commodities. TPhese four commodities were chosen by the author because in t30ta1 they represent 90 percent of all the traffic moved by tile agency Zegluga na Odrze. Examination of the correla— tisve relationship between physical output and the freight 2. L» .. A: r»; and ‘ «(J ;.b Ava RAH. r», V fly] a s 2; iv a: a C» er A ‘1 a... who NV] ~ .AU ray TABLE 24 OUTPUT OF COAL, IRON ORE, FERTILIZER, AND AGRICULTURAL PRODUCTS 1957-1968 (IN THOUSAND TONS) Year Coal Iron Ore Fertilizer Aggiggizggal 1957 94,096 1,785 2,081 44,582 1958 94,981 1,962 2,186 49,675 1959 99,106 2,014 2,285 54,347 1960‘ 104,438 2,182 2,604 62,926 1961 106,606 2,386 2,888 72,763 1962 109,604 2,436 3,281 61,817 1963 113,150 2,609 3,402 70,589 1964 117,354 2,680 3,933 74,423 1965 118,831 2,861 4,329 71,917 1966 122,000 3,053 4,619 75,687 1967 124,000 3,077 5,209 80,600 1968 127,720 3,139 5,834 85,436 Sources: Gléwny Urzad Statystyczny, Rocznik Statystyczny Przemyslu 1945—1965 (Warsaw, 1967}, Table 29, pp. 188-189; Gldwny Urzad Statystyczny, Rocznik Statystyczny Przemyslu 1967 (Warsaw, 196 , Table 29, pp. 201-202; data for 1968 from the office of Glowny Urzad Statystyczny, Warsaw. ‘.h c h. a 2,. I; .3 2. Io a: ...; .u, ..4 ..Hz 1. ~ ~ .1 . . Q ~ ~ S e A... . ‘ ad «4. a .4 : a :J 7.: An v h; K.» KC :0 In-» :. o .C r: I»; ..u «.92 a»; Au; «1: «J ..4 a: Fad Av . ‘ ~ ‘ 7s ‘ ‘ . 1‘ s ‘ 51‘ . \ N\~ TABLE 25 INLAND WATER FREIGHT TRAFFIC BY MAJOR COMMODITY 1957-1968 (IN THOUSAND OF METRIC TON—KILOMETERS) Year Coal Iron Ore Fertilizer Aggiggigggal 1957 351,580 146,250 76,515 59,235 1958 289,667 166,028 76,166 65,170 1959 241,212 130,734 62,176 62,450 1960 299,243 192,903 102,093 89,181 1961 256,033 189,596 76,461 92,234 1962 234,653 166,732 103,148 81,620 1963 343,932 225,737 127,208 80,227 1964 402,043 356,551 151,218 74,871 1965 454,370 376,170 176,336 129,356 1966 621,208 479,350 188,345 112,160 1967 727,272 475,528 176,318 82,872 1968 836,362 496,653 194,815 149,243 Sources: Glowny Urzad Statystyczny, Rocznik Statystyczny Transportu 1945—1966 (Warsaw: 1967), Table 5, pp. 496-497; data for 1967 and 1968 received from the office of Zegluga na Odrze, Wroclaw. A .— w 5 ., ,.....-v' A- . - RY‘ ~ ..-»... v‘ \ 5:13.: iv»- ‘rnt e r‘ wot ...C; Q» Su M.- a: 210 traffic can be indicated by running a simple regression analysis between production and the volume of traffic car- ried by Zegluga na Odrze for each of the four chosen commodities. The author begins by examining the relationship between coal production within the five regions under investigation and the volume of coal traffic on the Oder. In this case, the output of coal is referred to as the independent variable (x) where the ton-Kilometers of coal moved is regarded as the dependent variable (y). This decision was made on the basis of preconceived reasoning that the demand for transportation is a derived demand. The production of coal being located in relatively few areas and the demand for coal being distributed throughout a wide geographic area causes this commodity to move from points of production to points of consumption. Thus the freight traffic of coal arises from the want of coal by the industry or the consumer. The method of least squares gave r2 equal to 0.6506, meaning that 65.06 percent of the variations in the coal traffic carried by the agency on the Oder is due to the variation in the output of coal in the five regions. Figure 31 shows that the line of least squares is equal to Y = -1161153.66 + 14.26 X, showing a relatively good fit, with r2 equal to 65.06 percent. This suggests that a firm relationship has existed between the output and 211 FIG. 31: CORRELATIVE RELATIONSHIP BETWEEN OUTPUT OF COAL AND FREIGHT TRAFFIC OF COAL FREIGHT TRAFFIC OF COAL IN THOUSAND TON- K ILOMETERS I,000,000 r 800,000 b ° 000,000 b 400,000 200,000 ,. L1 1 7’0,000 Ioo,000 :501000 OUTPUTOF COAL IN THOUSAND TONS Note: Due to technical difficulties in the construction of the graph negative values are not shown. 212 traffic expressed in ton—kilometers over the period from 1957 through 1968. Hence, one gains considerable respect for the stability embedded in Polish industrial geography in view of the tumultuous changes in Polish industry in the Post-World War 11 period. Close inspection of the scatter diagram, however, suggests that there may have been a slight change in the coal traffic output relationship over this period. The 1957 and 1958 increments in coal output were associated with somewhat higher increments in coal ton-kilometers than was true thereafter. The point representing the year 1962 lies appreciably below the predicted level, indicating that the output of coal was associated with lower increments in coal ton-kilometers. The observations after 1965 show that a stable relationship has been established but it lies at a higher level. The largest absolute deviation between any one year's observation from the lines occurs in 1968, when the absolute actual coal traffic of 836,362 thousand ton— kilometers was 236,351 thousand ton—kilometers above the 660,011 thousand ton-kilometers indicated by the line. This is an error of 21.1 percent. The steady increase in inland water coal movements, in recent years, is not particularly surprising. In view of the continuous economic reforms in Poland which include cost minimization and efficiency in transportation, coal 213 shippers apparently must think there are substantial eco— nomic benefits in transporting their products via the Oder River. But what is equally important is that the agency Zegluga na Odrze in recent years became capable of meeting its demands. This trend is reflected in Figure 31, which shows that starting with 1966 the ton—kilometers of coal moved are rising above the expected height. The second commodity group under investigation in this study is that of iron ore. The method of least squares explained that 86 percent of the variation in iron ore freight traffic was attributed to the variation in iron ore production. The equation of the line fitted is Y = -435056.4l + 285.68 X. Figure 32 discloses a very interesting pattern of relationship between freight traffic and output in this category. For the early period, a curve concaved downward would seem to provide the best fit. The early parallel relationship between output and barge traffic shown in the figure reflects the gradual depletion of the domestic iron ore deposits in close proximity to the Oder River and the increasing dependency of the Polish iron and steel industry on fields not accessible by inland waterways and Soviet iron ore shipped by railroad from the Krivoy Rog and Kerch fields to Upper Silesia. A relatively small tonnage of high grade Swedish iron ore continues to move by barge up the river to the iron and steel complexes of Upper Silesia, however, its low tonnage is inadequate to 214 FIG. 32=CORRELATIVE RELATIONSHIP BETWEEN OUTPUT OF IRON ORE AND FREIGHT TRAFFIC OF IRON ORE FREIGHT TRAFFIC OF IRON ORE IN THOUSAND TON-KILOMETERS 500,000 r I 400,000 1 300,000 r 200,000 100,000 + “00° 2 .000 3.000 ‘ .000 OUTPUT OF IRON ORE IN THOUSAND TONS Note: Due to technical difficulties in the construction of the graph negative values are not shown. 215 affect the output traffic relationship. The high traffic output in 1966, 1967, and 1968 is presumed to be in response to exploitation of newly discovered iron ore deposits in very close proximity to the Oder River in wojewodztwo Zielona Gora. Turning now to the relationship between physical volume of fertilizer production within the five regions and inland water freight traffic carried by iegluga na Odrze, Figure 33 presents a line of regression which is equal to Y = -8390.76 + 37.78 X. In this case the fit explained 89 percent of the variation in fertilizer traffic on the Oder by the variation in fertilizer production. The scat— ter diagram discloses a pattern significantly different than the one for coal and iron ore for the years 1957 through 1968. With the location of a substantial number of chemi— cal plants including fertilizer plants along the Oder River, the physical output and barge freight traffic sub- sequently underwent substantial alteration. The establish— ment of fertilizer plants in Kedzierzyn and Brzegtmought with it a noticeable increase in the volume of fertilizer carried by the éegluga na Odrze. This relationship seems to have persisted until 1967 when the fertilizer output was associated with a slightly lower barge traffic than in the early 1960's. This decline in tonnage of fertilizer car- ried by Zegluga na Odrze can be explained perhaps in the 216 FIG. 33= CORRELATIVE RELATIONSHIP BETWEEN OUTPUT OF FERTILIZER AND FREIGHT TRAFFIC OF FERTILIZER FREIGHT TRAFFIC OF FERTILIZER IN THOUSAND TON-KILOMETERS 200,000 j IO0,000 - JL A 0 ’ 2,000 3,000 A L 6,000 OUTPUT OF FERTILIZER IN THOUSAND TONS 4,000 5,000 Note: Due to technical difficulties in the construction of the graph negative values are not shown. 217 marketing changes which necessitate different channels of distribution. The fertilizer produced along the Oder River in the late 1960's extends along a wider geographic market, not necessarily accessible by the inland waterways. Still another pattern comes to light with an exami— nation of the relationship between agricultural production and agricultural commodity movement on the Oder. In this case, the method of least squares shows a disappointingly poor fit of 52 percent. Figure 34 shows the line of least squares to be Y = -l7069.15 + 1.59 X. One notes here what is evidently a graphic indication of the fundamental changes in the late 1960's in the movement of agricultural products. Since the conclusion of World War II and until recently, Poland was a major exporter of grain and other agricultural products. The port of Szczecin attained a world reputation of being the grain port of Poland. Agri— cultural products from the fertile Oder valley and the eastern regions moved north and northwest by inland water- ways to the port of Szczecin. The seasonal demand of agricultural products for transportation and the direction of movement made the inland water carriers a particularly attractive mode of transportation. In the late 1960's, however, directional changes in the movement of agricul— tural products occurred. Poland has ceased to be a major exporter of grain and is entering the world market with Processed and manufactured goods while agricultural 218 FIG. 34= CORRELATIVE RELATIONSHIP BETWEEN WT PUT O: AGRICLIJURAL PRODUCTS AND FREIGHT TRAFFC G AGRICULTLRAL PRODUCTS FREIGHT TRAFFIC OF AGRICULTURAL PRODUCTS IN THOUSAND TON-KILOMETERS 200.000. 0 100,000- , ,__,,,l . , . - . . 4 0 00,000 000,000 OUTPUT OF AGRICULTURAL PRODUCTS IN THOUSAND TONS Note: Due to technical difficulties in the construction of the graph negative values are not shown. 219 products are allocated for the domestic market to help feed the growing population. Agricultural products destined for the domestic market which necessitate constant break-in- bulk operations would obviously have entirely different channels of distribution. The encouraging results of the above simple regres- sion analysis urged the author into pursuing the task of establishing a further relationship between the rate of industrial growth within the five wojewodztwa, Katowice, Opole, Wroclaw, Zielona Gora, and Szczecin, and the rate of growth of demand for inland water transportation on the Oder. In spite of these findings, the question can be asked: Can the two variables, for example, the production of coal and the freight traffic of coal, have a large degree of fit and actually be related through time without being linearly related? To eliminate this doubt, the author employs a multiple regression analysis in which, aside from the two previously used variables in the simple regression analysis, the physical output of the four commodities and their freight traffic records, a third variable is intro- duced, the industrial index of the Gross National Product. Multiple regression analysis was used in this case, both to predict output by using freight traffic records and using the output to predict ton—kilometers. Finally, the residuals from the simple regression analysis were used in the second order of partial correlation coefficient (r12 3) 220 which measures the correlation between the output of each commodity and the freight traffic independently from the industrial index of the Gross National Product. The coef- ficient of correlation (r) for these set of values is equal to 0.99. The above significant findings are summarized in the table below. TABLE 26 DEGREE OF FIT (r2) IN VARIOUS METHODS OF LINEAR REGRESSION Agricul- Coal 15:: Fe§::i_ tural Products Simple Using ton— Correlation km. to pre— Coefficient .94 .95 .95 .76 dict output Adjusted for Using out— Industrial put to Index of predict GNP .99 .99 .99 .93 ton-km. Partial Correlation Coefficient Adjusted for Eco- nomic Index .80 .93 .95 .73 221 Analysis of the Oder River and Economic Development Through Time Having found a formal relationship between the growth of industrial production and freight traffic, it would seem instructive to investigate through time the influence of the development of industry within the five regions and the role of the Oder River on this development. The question should be asked: How well did the Oder serve the regions in their develOpment? This is an important question because a mode of transportation in a socialistic economy, like in a capitalistic economy, provides an essen- tial service of accessibility by creating time and place utility. Accessibility, in turn, allows for the division of labor within the economy which is basic to a modern industrial economy. Therefore, the more sophisticated the transportation system within the economy, the greater_the regional division of labor that can be achieved, alloWing the regions to specialize in the production of goods and services in which they have competitive or absolute advantage. In answering this particular question of how well did the Oder River, as an artery of transportation and its agency iegluga na Odrze, serve the five regions, it would be useful to divide Polish experience in navigating this waterway into periods. The examination of the performance of the Oder River as an artery of transportation should be 222 within the political and economic setting of Post-World War II Poland. The first period covers the years from 1946 through 1949 when the entire Polish economy underwent a drastic, fundamental structural reorganization. In the three year plan, the principle task was the reconstruction of the economy from the severe war damage, in addition to carrying out political, social, and economic revolutions. War destruction of the total assets of communication and transportation facilities within the five regions under investigation were estimated by planners to be as high as 54 percent and 93 percent, respectively.1 The Oder waterway had been damaged during the war to the point that navigation on the river had been rendered impossible. About 1200 vessels, the remnants of the Oder fleet which had not been evacuated to the west by the retreating German Army, lay on the bottom of the river bed, in the ports, and winter harbors.2 Moreover, 45 wrecked bridges, 25 lock weirs, and other shore installations laid in ruins, obstructing river traffic.3 The reservoirs at Turawa and Otmuchow needed major repairs. In addition, lGl’dwny Urz d Planowania Przestrzennego, Atlas Ziem Odzyskanych (Warsaw: 1947), p. 22. 2Z. Dziewonski, ”Odra w Gospodarce Ziem Odzyskanych,” Zycie Gospodarcze, No. 16a (1947), p. 8. 3Ibid. 223 there was heavy destruction in port buildings, loading facilities, and quays. For example, approximately 90 per- cent of the port facilities in Gkogdw, Malczyce, and Wroclaw were devastated. The maritime port of Szczecin, also the major terminal for the Oder waterway, suffered greater destruc- tion than any other port in Europe due to the mass raids carried out by the Allied Air Force, retreating German Troops, and invading Soviet armies. Both Germans and Russians blew up many port facilities and also dismantled and carried away others. All factories, industrial estab— lishments, warehouses, elevators, and railroad facilities in Szczecin were set on fire. Communications were totally paralyzed as all bridges were destroyed, the floating equipment was scuttled or taken away, port cranes were toppled into canals, and the port entrance was blocked by the ruins of docks and other equipment. The enormity of the destruction in the transporta- tion system of the five wojewodztwa Katowice, Opole, Wroclaw, Zielona Gora, and Szczecin, was a major obstacle to the recovery of these regions. There is no need to speak here of the importance of the transportation system to the economy of the country as it is obvious. In the first period, when Poland took over this area under its administration, operation of an adequate transportation system was of the utmost importance. For example, in the - V I‘- Nun‘- ‘ 3 224 course of the campaign for populating this area by a Polish population, it became evident that the flow of settlers from the east followed the direction of the operating transportation lines. The areas with a transpor- tation system rendered inadequate by the destruction were virtually unpopulated by Poles in the years immediately F" following the conclusion of the war. This same situation 5 was applicable in the case of the Oder River. Transporta- tion was of the utmost importance, not only to the Polish settlement of the area, but also to industry which was starting to operate in Upper and Lower Silesia. Before the war, local industry was heavily dependent on water carriers in procuring its raw materials and other resources neces- sary for production. In 1946 industry could not possibly utilize the Oder waterway for that purpose when the river and her fleet lay in ruins. Instead, industry had to depend on alternate routes and modes of transportation. In order to render the Oder River as a useful routeway, it was necessary for the Polish government to allocate a considerable amount of capital in order that the newly created agencies Eegluga na Odrze and iegluga Szczecinska, could once again resume navigation of that important waterway. However, the process of rapid indus- trialization on the Soviet model in the period immediately following World War II did not permit allocation of a large number of resources to the development of the Oder's 225 routeway and construction of the river fleet. Instead, the government rested its total hopes on the railroad's ability to meet both the qualitative and quantitative demands for movement. In this respect the Polish National Railroad (PKP) did its job well, in spite of the high cost per ton of commodity moved. Reconstruction of the Oder waterway to the prewar level was thought by planners to be no longer sufficient to meet the anticipated demand for inland water transporta- tion. The general View was that a waterway of prewar carrying capacity and technological status could no longer satisfy the needs of the most industrialized area incor- porated into the economic system of Poland. The task of reconstructing and improving the Oder waterway was a diffi— cult one for a country faced with the problems of adopting the transportation system of these regions to the new economic direction and forces and of merging it with the transportation system of the whole country. Due to the enormity of the problems which Poland's economy faced after the conclusion of the hostilities, the reconstruction and development of inland waterways could not be considered of primary importance. This policy pertained not only to the Oder River, but also extended to the whole nation's inland waterways. It was a simple question of priorities in allocating resources to the modes of transportation and, in this case, the railroad proved to be a more suitable and mi PJ.-) 5 226 the more flexible mode of transportation than inland water- ways. In the period between 19U5 and 1952 the flow of capital and other economic resources into the development of navigation on the Oder had been held down to a fraction of the prewar period. Judging by the performance of the inland water carriers on the Oder, it appears that the flow of economic resources was not sufficient to enable this waterway and its carriers to meet the demands imposed by the heavy and related industries in the five wojewodztwa. As a result, a transportation crisis on the Oder waterway developed by 1952 which persisted through 1959. The trans- portation crisis on the Oder waterway extended to the point that the water carriers in Poland were considered, by the shippers, only capable of moving sand and gravel at a short distance. Thus, until full reconstruction of the Oder waterway took place and a new efficient river fleet was built, the Oder River contributed little or not at all to the economic development of the five regions. In the period prior to 1959, slow but systematic reconstruction of the Oder waterway took place with a minimum use for the purpose of navigation. First of all, the most dangerous damage to the water reservoirs and the embankments had to be removed as the Oder and the water in the reservoirs was in danger of breaking through and inundating the land. The river was cleared of the debris \‘H 227 of boats and bridges so that by 1946 some inland water traffic could move without major difficulties on the Oder proper and the Gliwice Canal. It was also necessary to channelize and regulate the river, since the Germans had not completed this task, and to construct shore installa- tions and a fleet almost from scratch, for these were almost completely destroyed. In this period, two important projects were carried out, a large water reservoir in Turow was built to help maintain the minimum depths and the looks at Brzeg Dolny were built which extended the channelized Oder by 30 kilometers. The need to modernize the entire Oder waterway was so great in the late 1940's and early 1950's that the Polish economy could not possibly satisfy it in the period of intensive industrialization. In spite of obvious shortcomings in the waterway and physical facilities, the demand for cheap tranSportation services in the five wojewodztwa increased tremendously. This is the same period during which Polish transportation and locational policies were directed toward holding down the demand for transportation. For example, on the completely war- devastated Oder waterway freight traffic, as shown in Table 8, increased from 30 thousand tons in l9U6 to approximately 12.9 million tons in 1952. Economic policies which attempted to curb the demand for transportation had been confronting powerful objective forces generating 228 additional traffic demands within these regions. Polish industry became dispersed, dispersed in the sense that the traditional centers of industry and newly acquired centers in the western and northwestern wojewodztwa were separated by economic distance. Therefore, in view of the loca- tional pattern of resources and population distribution, this dispersion tended to raise, for most commodities, the average length of haul. This increase of the average length of haul is barely evident in the iegluga na Odrze shipping records but, nevertheless, it shows a trend in the rise of the average distance of commodity moved. The pri- mary reason for the lack of a drastic rise in the length of haul on the Oder, until 1959, was the fact that this water carrier was considered marginal as a mode of transportation and unsuitable to meet both quantitative and qualitative demands within the five wojewodztwa. As Table 27 below shows, the average length of haul on the Oder for basic commodities such as coal, cement, and fertilizer declined rapidly to 1959, while rising significantly since 1960 when the waterway and the agency's river fleet became fully operational. The cost of transporting commodity by water carrier on the Oder prior to full reconstruction, in comparison with other modes of transportation, was rather high. Con- sequently, in addition to the transportation cost factor, the emphasis on speed of industrial development and the 229 .szoopz =.mupoo m: mwSHmoN:mocmwm wo moflmmo on» Eomm mpmo ocm mmmalwm: .dd «m manme .Amoma "3mmpm3v mmmmlmzma Spammmcmpe mamommmmpmpm chNoom .msuompmzpmpm away: mcszm "mmopzom mm: mam mmo mm Ham mom mmm wmma mm: :mm :mo :2 mam mmo Ham ooma mm: mam mm: ow mom moo mam somfl mmm mmm mam mm mm: mwm so: mama mo: mm: am: we mmm mmm so: coma mmm mmm Hmm mo mom mom mmm mmmfl mmm mmm 3mm om mmm mmm mm: mmmfl mmm mmm omfl mm mm: mmm mm: mmma mmm no: . . mm mm: 0mm mo: ommm . . 2m: . om mm: Hmm mmm mama mpmmmmflpbmm pcmsoo .wmmmmwmwwm wowmmm mopo Hmoo unwwwpm Lao» Ammmemzqux zHV mmmo mme zo BmUHmmm mo ZOE mmm db¢ mm mqmcH Amps: ecmHom to swam mapNeozmmoz m>am cfinpfiz Amm .ooama>ao mooomaaaopCH mampaaaz «nosmam mocowaaaoch oammpmmpmv Numeamw mo mmmzaopmz oaomwfi>mz .moagwo scammmmm pmmsamcm maazmm "ocsqv camocnaooo .waonsaom mawz ”mmopzom ooo . . mm: . . mom om: . . . . oaomooooazm maoa maoa mom om: oama meow mmma moom caomwomm mmaa aam mom om: aoma amm moma aooa metomom mmaa amm oom mm: maa: mmoa ammm mmaa mwtomwm . . . . . . . . . . . . OHNM JJHH Zflwohmo amma oam mom oao mmmm Boa ammo oaoa soaootz :am oao oom omm aomm ow: mmmm mmo mawom omm ama om: om . . . . . . . . moazaao cam>Hm LON/Hm cam>Hm Lama/Hm oama/Hm ..amsaflm cam>Hm Lani/Hm QZoQ Q: esoa a: QZOQ a: CBOQ a: momam moma mmma oama amzoe ozamoome ZaV Bzm2m>oz wBHQOZZOO mo ZOHBommHQ mmE Qz< MU¢ZZOB mm mqm¢B 246 FIGURE 35: I938 FLOW OF COMMODITY ON THE ODER RIVER W Va: A a Shnin WIDYHSCALE FORFLOIVUNES “Mid-atrium “iii 247 intensity of flow was not predetermined by the physical conditions of the individual sectors of the waterway but, rather, the lack of use of a particular sector of the Oder River contributed to its physical deficiency by administra- tive neglect. In Upper Silesia, as an important producer of raw materials and industrial output, the northerly flow of com— modity by the inland waterway was significant. In Kozle, for example, in l938 the annual flow down the Oder was 3.2 million tons, at Wroclaw the tonnages increased to 4.0 million.6 In Przybrzeg the northerly flow of commodity, approximately 3 million tons, was diverted to the west through the Oder-Spree Canal in the direction of Greater Berlin.7 In the middle Oder from Przybrzeg to Cedynia, the least suitable portion of the Oder for navigation, the gains of 400 thousand tons in tonnages from the local ports in this section could hardly balance the significant loss in flow which was diverted westward. From the east by her tributaries, the Warta and the Noted, the Oder received 240 thousand tons but, at the same time, it lost to the easterly flow, 73 thousand tons.8 The overwhelming pull of the flow of commodity toward Berlin and the provinces lying west of the Oder was such that, in the vicinity of 6Gerhard Giesecke, Oderschiffahrts und Oder Wirtsdiaftsfrzgen (Emsdetten: 1940), pp. 4l-46. 7Ibid. 8Ibid. 248 Kostrzyn, the tonnages moving down the Oder toward the maritime port of Szczecin were merely 1700 thousand tons.9 A portion of this tonnage at Cedynia, a point where the Oder is linked with the Hohenzollern Canal, was directed toward the west. However, at the same time, this is a point of convergence of the commodity moving east from the direction of Greater Berlin and the western regions through the Hohenzollern Canal and the commodity moving north via the Oder River. The consequence of the meeting of these two flows was that the lower Oder at Cedynia received approximately 800 thousand tons, half of which was unloaded in the small ports along the way, leaving approximately 400 thousand tons to eventually reach the port of Szczecin. If one looks at the flow of commodity up the Oder River, one may notice certain structural similarities in both flows. As in the case of the flow of commodity down the river, in the up—river flow the primary direction of the flow was toward Berlin. These two flows of commodity from the southeast and northeast converged on the area of Greater Berlin. For example, in 1938, 2443 thousand tons of commodities moved southward from Szczecin, at Cedynia 1500 thousand tons of it was diverted in a westward direc- tion through the Hohenzollern Canal.10 Thus the middle portion of the Oder, north of Cedynia, received less than 91bid. lOEngineer Research Office, VIII, pp° 429—431. 249 a million tons, from which 130 thousand tons moved east through the Oder tributaries, the Warta and the Notec. Consequently, south of Kostrzyn, the total southward flow was only 884 thousand tons. The small port of Przybrzeg was the point where the flow of approximately 300 thousand tons moving on the Oder-Spree Canal, from the direction of the Greater Berlin area, met the southward movement on the Oder. At that point, the commodities destined for Silesia were slightly over 1 million tons. As the flow moved up the river, tonnages gradually declined along the way and the flow, not quite one-half million tons, reached the southern terminal port of Kozle. As one can see, the general flow of commodity on the Oder in 1938 was under the great influence of Berlin and its vicinity. The mastery of Berlin can be illustrated by pointing to the aggregate and directional movement of commodity. For example, from the extreme southeastern portion of Germany, almost 3 million tons of commodities moved toward Berlin and the western provinces. Outflow of commodities from Upper and Lower Silesia to the west via inland waterways was two and one-half times larger than the return flow down the river. From Szczecin and Western Pomerania more than 1.5 million tons was moved westward.ll In the return flow eastward, from Greater Berlin and the western provinces through the inland waterway connecting llibid. 250 the Elbe with the Oder, significantly smaller tonnages were moved. In total, Greater Berlin and the western provinces of Germany received 4.5 million tons of commodities from Silesia and Szczecin, in the form of raw materials, manu- factured goods, and agricultural products and, in return, the west gave slightly over 1 million tons.12 It is interesting to note that there was more of a balanced relationship in the movement of commodity on the Oder River itself, between the upper and the lower Oder valley. For example, the port of Szczecin received from Upper Silesia 568 thousand tons and consigned to Upper Silesia 375 thousand tons.13 From Lower Silesia Szczecin received 224 thousand tons and was sending up river 369 thousand tons.lu Together, Szczecin received from Upper and Lower Silesia 693 thousand tons and consigned for shipment to Silesia 643 thousand tons.15 The movement of commodity on the Oder from the end of the nineteenth century until the outbreak of World War I rose rapidly. For example, the tonnages carried on the Oder, at Wroclaw, was 1.8 million tons in 1880, increasing to 2 million and 5.5 million in 1910 and 1913, respec- tively.16 After World War I tonnages on the Oder fell rapidly, due to the new economic conditions arising from the political partition of Silesia. A large portion of l2Ibid., pp. 437—442. 131bid. lulbid. lSIbid. l6Ibid. 251 Upper Silesia was awarded to Poland, which was excluded from the use of the Oder River for the purposes of naviga- tion. It is interesting to note that after Hitler came into power in 1933, as a result of Germany's preparation for war, shipments on the Oder rose gradually until the outbreak of World War II. Nevertheless, none of these years surpassed more than 80 percent of the 1913 tonnages. As one can see from Table 29 and by comparing Figures 35 and 36, the freight flow intensity is not much different between the years 1910 and 1938. In both cases the flow of commodity from southeast and northeast con- verged on Berlin. The only significant difference is the intensity of the flow on the Oder's tributaries, the Warta and the Notec, linking the Oder River with the lower reaches of the Vistula. In 1910, when both of these tributaries were under Prussian administration, sizable tonnages moved between East Prussia and the western part of the state. Later, however, in 1938 when political 'boundaries had cut across the east-west flowing streams, very little traffic, either German or Polish, moved on the Warta, Notec, and the lower Vistula. In this respect, political boundaries between Poland and Germany were such a significant barrier to trade, that even economic incentives to trade were unable to overcome. The fundamental changes in regional structure and the pattern of movement of commodity on the Oder was forced 252 FIGlRE36=I9IO FLOW OF COMMODITY ON THE ODER RIVER WIDVH SCAIE KI FWLNES a; \ - L Can-l (load 253 on the Polish planners and, at the same time, fostered by them. The examination of Figures 37 and 38 reveal that the Pre-World War II pattern has been modified to the point of nonrecognition by the changes in the direction and inten- sity of flow. The total freight traffic on the Oder in 1968, in comparison, is only a fraction of the German traffic. It constitutes approximately 70 percent of the total movement on the Oder of 1938. What is more important in the analysis of the function of the waterway are not the total tonnages, but the traffic flow intensity on the individual sectors and the direction of movement. The shift in the political boundaries to the west of the Oder River in the south shattered the ascendancy of Berlin on this waterway. Unlike the Pre—World War II pattern of flow, the highest freight flow intensity is between Upper Silesia and the port of Szczecin, along the longitudinal axis of the Oder River. The Oder River became, in the true :sense of the word, a major artery of transportation along its entire length which, in turn, necessitates technological :merovements in the middle sector of the river neglected by the Germans . Examination of the data in Table 29, which shows tflie commodity flow at various points along the waterway for clifferent periods, indicates that in the middle part of the (Dder'there is a great deal of similarity in the flows in 19:38 and in 1968. In the regional distribution of traffic 254 FIGIRE 37 I968 FLOW OF COMMODITY ON THE ODER RIVER Wfia I Swinouilcn w ”0000': d tunic m ...igi WIDIH SCALE Fa now LINES Gliwiu 255 FIGIRE 38= I947 FLOW OF COMMODITY ON THE ODER RIVER Gdahsk‘ N ‘ I winouiscio I. ‘~. ‘ .'$ . . IQ Sta-(m I// ;' Byd - ucz (. / K. \ BorI'n ' ( // Pozna' I -\. g \‘\ I' } ‘2 \ *3. \“~ i ‘ "\ wnom SCALE FOR FLOW LINES \ \mdov \ IOOOOO': a! monk m \ ‘33 ’\ \ m *lj ? 0’. “a (.- T'v, ., ..... . \ \- ‘uvm. ‘°“° ’ Gliwice " 0 .‘J J o- _ LL .0 no \._./ C.\ "W \ ’1‘.~\ '\ 256 requirement and traffic flow, both in 1947 and 1968, as indicated by the statistics in Table 29, there is a greater degree of complementarity between Silesia and the maritime port of Szczecin than was true in the 1938 period. One would also expect that in the near future, with the tech— nological improvement of the Oder tributaries, the Warta and the Notec, it will show an increase in tonnages car- ried. It would seem fair to conclude that traffic growth on the Oder has resulted in the strengthening of the hinterland's concentration. In addition, to some extent, traffic growth and commodity diversification resulted in a change in the area of the river's hinterland. Both the shape and intensity of a hinterland vary with changes in the direction and volume of cargo flows at different points of time. In the Post-World War II period, the major influence on the Oder River hinterland has been the growth in the volume of established commodity movements, parallel with the directional change of movement as have occurred in the last twenty-two years. The expansion of the iron and steel industry in Upper Silesia has been of paramount influence on the intensification of inward cargo flows, although, at the same time, an internal diversification and dispersion has occurred in the chemical and building material industries locating along the Oder. In similar fashion, outward 257 moving coal, to the new centers of industry, has become more significant in the Post—World War II years. The present traffic on the Oder is dominated by raw materials such as coal, iron ore, sand and gravel, and agricultural products, and is heavily inbalanced toward the north. Therefore, it is desirable to take a closer look at the intraregional and interregional flow of these commod- ities. Geography of Commodity Transport The analysis of major commodity group traffic on the Oder is somewhat limited by the incomplete release of data by the Polish statistical office. In spite of this difficulty, even a limited review of broad traffic trends can provide one with a skeletal insight into one aspect of the regional development and industrialization process. Therefore in this section an analysis is undertaken regard— ing interregional movement, by the Oder waterway, of bulk commodity such as coal, sand and gravel, iron ore, and agricultural products. The available statistical data on the shipment of raw materials in 1968 indicates that the entire supply of coal for export and industries located in the Oder River valley comes from Upper and Lower Silesia. Thus the flow of this commodity is northward to Wroclaw and Szczecin and the smelting and power producing plants located along the river's course. 258 In spite of the persistent effort of the Polish planners to decentralize the Polish iron and steel indus— try, there have been no significant changes in the flow of coal. Coal still moves north and northwest from the out- lying regions in the south to the manufacturing centers of Poland. The present geographic pattern of interregional and intraregional coal shipments within the study area can be examined in the table below. As is shown in Table 30, there are three major consigners of coal within the study area, who in aggregate export more than 97.6 percent of the total coal carried by the agency éegluga na Odrze. The coal supplied to the western wojewodztwa comes entirely from Katowice, Opole and the Walbrzych area in wojewodztwo Wroclaw. Examination of Table 30 along with Figure 39, which graphically presents the interregional distribution of coal, indicates that the largest consigner of coal shipped by inland water carriers is wojewodztwo Katowice, with 50.4 percent of the total coal tonnage shipped via the Oder. This region is followed closely by wojewodztwo Opole with 41.7 percent. In total, these two regions account for 92.1 percent of the coal tonnage consigned for shipment via this inland waterway. In turn, the largest single receiver of coal is wojewodztwo Szczecin with 94.8 percent of the total tonnage of coal carried by barge on the Oder. It is interesting to note that the entire consignment of coal 259 .amoma "somnozv ooma geazoooaoowm comdooz mops a nozoomammam amsawom mxmummpmpm .mcuompmmpmpm mwnpa mczwaw noonzom asm.a:o a A400 mo mwz mmo zomH mo mmz Qm> mBODQOmm A¢mDBADUHmU¢ m0 mwzooo poo spam . . . . . o c o . c o . menwm: HQOO sow.mm+ Hom.sos . . 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