OK 
 
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 MMIUM 
 

 
 Copy 
 
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 War Depaktment ^^ 
 
 Document No. 862 - 
 
 Office of Chief of Staff 
 
 There are 3,000 copies of this publication. 
 
 This copy is Registei N9 1038 
 
 This copy is assigned to _ 
 
The inforrnatiQJxj[iv3n ia thi.'S puHl^^^jQyvi^^^^ to be (ftfjtnn^uni- 
 ited^iti«yB;.«»Hirm Qi: in4ic*gi2^i«'w^§M^<«JT«^ Juot duly, ^uthor- 
 
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 RUSSIA 
 
 Route Zone A 
 
 MURMAN RAILWAY AND KOLA PENINSULA 
 
 INFORMATION AND ROUTE NOTES 
 MURMANSK TO PETROGRAD 
 
 MILITARY MONOGRAPH SUBSECTION M. I. 2 
 
 MILITARY INTELLIGENCE DIVISION 
 
 GENERAL STAFF 
 
 THIS REPORT CONTAINS INFORMATION ON THIS SUBJECT 
 
 OBTAINED BY THE MILITARY MONOGRAPH SUBSECTION 
 
 TO OCTOBER 1918 
 
 ARY <M CONGRK® 
 
 RIeNo. ^^' 
 
 AY 2 01957 
 
 WASHINGi^P ^. ■^.<..JX:Si^^^J 
 GOVERNMENT PRINTING OFFICE ^^*r^^~ 
 
 1918 
 

 6^ 
 
 ADDITIONS AND CORRECTIONS. % 
 
 INSTRUCTIONS FOR USE OF BLANK PAGES AT END OF 
 HANDBOOK. 
 
 At the end of this book blank pages are provided for new or supple- 
 mentary information. They are headed ''Additions and Corrections." 
 Officers obtaining such information are instructed to transmit it at 
 once to the following address : Military Monograph Subsection, Militarj 
 Intelligence Division, General Staff, Washington, D. C. 
 
 Officers should remember that seemingly small bits of informatior 
 may be of great value. For example, the length of a bridge, the numbei 
 of houses in a village, the name of a good guide are each worth noting 
 and transmitting to Washington. 
 
 Wae Defah3?m£nt. . V. »,«_^ 
 
 u 
 cXIrHOHTliA 
 

 
 d 
 
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NORTHWESTERN RUSSIA 
 
 MIL. MON. SUB-SEC. M. 1.2 M. I. D. 
 
TABLE OF CONTENTS. 
 
 Page. 
 
 Value of Northern Routes ^ 5 
 
 Location : 6 
 
 Kola Peninsula 6 
 
 Murman 6 
 
 Pomorya 6 
 
 Karelia 6 
 
 Kola Bay and Inlet , 6 
 
 , Murmansk 7 
 
 ' History 7 
 
 j Terrain 7 
 
 Fauna 9 
 
 Climate 9 
 
 Atlantic influences 9 
 
 Seasons-- 9 
 
 Precipitation 9 
 
 ^ Arctic night 10 
 
 ;^ Temperature 11 
 
 Winds 1 11 
 
 Navigation 12 
 
 i Population 13 
 
 Communications 15 
 
 Coastwise routes 15 
 
 Routes from the coast 16 
 
4 TABLE OF CONTENTS. 
 
 Communications — Continued. Page. 
 
 Routes between interior points 18 
 
 Routes from Kandalaksha 18 
 
 Routes from Kem 20 
 
 Routes from Soroka ^ 20 
 
 Routes from Petrozavodsk 20 
 
 Routes from Lodeinoye Polye 21 
 
 Communication with Archangel- Vologda line 21 
 
 Strategic Points 22 
 
 Food and Supplies ^^ 23 
 
 Agricultural products 23 
 
 Fish J. 24 
 
 Lumber * ^ 24 
 
 The Railway . 24 
 
 Construction - 24 
 
 Roadbed 25 
 
 Bridges 25 
 
 Stations •_ 25 
 
 Sidings 25 
 
 Grades 25 
 
 Capacity 26 
 
 Rolling stock 26 
 
 Fuel 26 
 
 Distances 27 
 
 Details of Route 28 
 
 List of stations 28 
 
 Detailed description : 81 
 
 Russian Alphabet 63 
 
 Vocabulary : 67 
 
 Standards of Measure . 84 
 
 Photographs face 94 
 
 Additions and Corrections 95 
 
INTRODUCTION, 
 
 VALUE OF NORTHERN ROUTES. 
 
 If military operations are to be carried on in Russia it would 
 be desirable to liave access from all sides. In case the Baltic 
 and Black Sea entrances sliould be closed, it would be neces- 
 sary to clioose between the northern routes via Murmansk and 
 Archangel and the eastern routes via Siberia. 
 
 On the east the distance from Seattle to Vladivostok is 3,908 
 statute miles, and from Vladivostok to Moscow 5,391, or a total 
 journey by sea and land of 9,299 miles. This is also a fair 
 average figure for the distances involved in the various alterna- 
 tive routes from the east. 
 
 From the north the route is by sea from Halifax to Mur- 
 mansk, 3,000 miles, and thence by rail to Moscow, 1,215 miles, 
 or a total of 4,215 miles only. The alternative route, via Arch- 
 angel is 330 miles longer by water and 510 miles shorter by 
 rail. Ovvang to ice in the White Sea, however, the port of Arch- 
 angel is closed to navigation several months in the year. As 
 this line is of better construction and has more ample terminal 
 facilities than the Murman route, it should be used in summer. 
 The Murman route, however, is the only passage into Russia 
 from the north available at all seasons, and the port of Mur- 
 mansk the only door which is never closed. 
 
 The parallel railway lines running south from Murmansk and 
 Archangel, respectively, both intersect the east and west line 
 from Petrograd to Siberia, the former at Zvanka and the latter 
 at Vologda. Either of these northern routes, which supple- 
 ment one another, is over 5,000 miles shorter than those from 
 
 5 
 
6 aEOGRAPHICAL DIVISIONS. 
 
 the Pacific. If military operations are carried on in northern 
 Russia, the importance of these lines, directed toward the flank 
 of any armies operating from the east, is apparent. (A separate 
 handbook entitled " Southern Routes from Archangel " describes 
 the Archangel- Vologda and Archangel-Dvina River routes.) 
 
 LOCATION. 
 
 KOLA PENIlSrSULA. — From the extreme northern point of 
 North Cape two peninsulas, of unequal size, extend toward the 
 southwest and southeast, respectively. The former is the Scan- 
 dinavian and the latter the Kola, The Kola Peninsula, em- 
 bracing a territory as large as England and Wales, is bordered 
 by the Arctic Ocean on the north and the White Sea on the 
 east and south. 
 
 MURMAN. — The northern coast of the Kola Peninsula, from 
 the Norwegian boundary on the extreme northw^est to Cape 
 Svatoi Nos on the southeast, is known as the Murman (Nor- 
 man) coast, and this coast, with its hinterland, is called Mur- 
 man. The term, how^ever, is somewhat loosely used, and seems 
 to be occasionally applied to the entire Kola Peninsula. Under 
 the latest administrative division of Russia, August, 1918, 
 Murman, as a political subdivision, includes both the Kola 
 Peninsula and the Pomorya. 
 
 POMOHYA. — This is the coast country west of the White 
 Sea, as far south as Kem. The name means " along the sea." 
 
 KARELIA. — This is the country west of the White Sea from 
 Kem south and around its southern shores. The entire western 
 coast, both north and south of Kem, is also sometimes called the 
 Karelian coast. 
 
 KOLA BAY AND INLET.— In the far western part of the 
 Murman coast lies Kola Bay, opening into the Arctic on the 
 north and narrowing toward the south into the long Kola Inlet, 
 which averages from IJ to 3J miles in width and extends about 
 46 miles from the ocean. Owing to the Gulf Stream, a branch 
 

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SOUTHERN PORTION OF THE KOLA INLET 
 
HISTORY. 7 
 
 of which flows along the coast, both bay and inlet are never 
 so solidly frozen as to prevent navigation. 
 
 MURMANSK. — Murmansk, Russia's only ice-free port in the 
 north, dates only from 1916. It is located on the eastern shore 
 of Kola Inlet, about 30 miles south of the Arctic Ocean. It is 
 the northern terminus of the Murman Railway. From this port 
 the line runs south about 820 miles to Zvanka, where it joins 
 the east and west line from Siberia to Petrograd. 
 
 HISTORY. 
 
 It is not definitely known at what time this great region came 
 under the rule of the Slavs of Novgorod, but the village of Kola 
 is mentioned in Russian annals as early as 1264. Kandalaksha 
 and a few other settlements were founded in the fifteenth cen- 
 tury. Christianity was adopted by the native population about 
 1533 and a monastery established at Pechenga. The earliest 
 merchants on the peninsula were Russians from Novgorod, and 
 the trade soon became important ; but Peter the Great was the 
 first ruler to pay serious attention to the possibilities of the 
 region. His attention, however, became diverted to the west, 
 and this part of his dominions entered upon a long period of 
 neglect and decline. It is only in very recent years that its im- 
 portance from several standpoints has once more become recog- 
 nized. 
 
 TERRAIN. 
 
 A detailed description of the country adjacent to the railroad 
 is given later in the route notes. The more northern part of 
 the adjoining country constitutes a vast wilderness almost devoid 
 of roads and settlements and until recently but little known. 
 It is a wild and desolate land abounding in swamps, lakes, and 
 streams, with bare rocks and sparse vegetation. Farther south 
 this Arctic vegetation gives place to spruce and pine forests, 
 which in the White Sea coast region are sometimes almost im- 
 penetrable for tens of miles. On the western part of the Mur- 
 
8 TERRAIN. 
 
 man coast, which is somewhat warmer than the eastern, pine 
 and spruce begin about 20 to 25 miles south of the Arctic shore ; 
 in the eastern section some 60 to 70 miles. Throughout the 
 country the banks of streams and lakes are covered with birch 
 and willow, while the northern berries — snow, moor, and crow- 
 berry — are fairly abundant everywhere. (See illustrations 1-4.) 
 The country generally is hilly, and at the same time swampy, 
 swamps and peat bogs being found well up on the hillsides. 
 The hills around Kola Bay and Inlet rise 300 or 400 feet, while 
 most of those in the northern part of the country are lower, 
 attaining but 100 or 200. Somewhat west of Kola, however, 
 the higher hills of northern Scandinavia extend southeastward. 
 Near the center of the Kola Peninsula they form two rugged 
 highlands almost circular in form. The larger of these, known 
 as Umptek Khioinskiya, about 25 miles in diameter and 4,000 
 feet high, rises directly from the line of the railroad, on the 
 east, and dominates the road for 20 to 25 miles, centering at 
 the station of Imandra. The smaller highland, known as Luya- 
 vrurt, is 14 miles in diameter and 3,600 feet high. It lies east 
 of the larger one, from which it is separated by a lake. These 
 highlands form part of the range of the Chibinsky Mountains, 
 which extend from the northwest and which are crossed by 
 the railroad in the Lake Imandra section. (See illustrations 
 5-6.) From the central watershed formed by these mountains 
 the rivers of the peninsula flow south, east, and north. Of 
 these the largest is the Ponoi, flowing eastward. (See illus- 
 tration 7.) Toward the head of Kandalaska Bay, at which 
 is situated the important ^.'tation of Kandalaksha, the Finnish 
 mountains, which stretch westward from Finland, diminish into 
 foothills of a few hundred feet elevation. Following the rail- 
 road south along the western White Sea coast region, known 
 as the Pomorya, we find stony soil in the north and near the 
 shore, while inland the surface consists chiefly of turf and more 
 rarely of sand. Deep bogs and marshes abound, as do long 
 stretches covered with scattered glacial bowlders. Everywhere 
 
FAUNA AND CLIMATE. 9 
 
 lakes of all sizes are linked into chains by rivers which flow 
 into the AVhite Sea. As waterfalls and rapids are frequent, 
 however, these vv^aterways are not navigable for long stretches. 
 
 FAUNA. 
 
 The fauna resembles that of other high latitudes. It consists 
 mainly of such animals as foxes, otters, martens, bear, elk, 
 deer, and hares, while the birds include partridges, capercailzie, 
 grouse, black cock, loons, and eiders. Reindeer are tamed and 
 used in the transportation of both mail and passengers. There 
 are few cattle or horses. Fish of many kinds abound both in the 
 seas and inland vraters. Mosquitoes are a serious pest through- 
 out the country. (See " Southern Routes from Archangel.") 
 
 CLIMATE. 
 
 A. ATLANTIC INFLUENCES.— The relatively high tem- 
 perature of the Atlantic Ocean, due to the Gulf Stream and the 
 Atlantic Drift, is noticeable on the Murman coast as well as 
 farther west. The north and north w^est winds blowing over 
 this relatively warm water make the climate not only much 
 more temperate than that of the interior, but even much milder 
 . than that of Petrograd, nearly 1,000 miles farther south. 
 
 B. SEASONS. — In general, winter lasts from about the mid- 
 dle of November until the middle of April ; spring, which is the 
 rainy season, from mid-April to mid-July ; summer until the 
 middle of September ; and autumn until the middle of Novem- 
 ber. In the Pomorya (western White Sea coast region) the 
 first snow falls usually by early October, and the ice melts on 
 the rivers early in June. There are violent snowstorms in 
 winter, the snow sometimes drifting in forests and hollows to 
 a depth of 15 to 20 feet. In Alexandrovsk houses are often 
 covered to the roof overnight. 
 
 C. PRECIPITATION.— The maximum mean annual precipi- 
 tation in northwestern Europe is in northern Norway (69 
 
10 
 
 RAINFALL. 
 
 inches). Thence south, southeast, and east it decreases rap- 
 idly (Viborg, 26 inches; Moscow, 22; Vologda, 20; Archangel, 
 16). The center of this area of decreased precipitation is the 
 Kola Peninsula (Kern, 14; Kola, 7). The coast naturally here 
 shows a greater precipitation than the interior, Kola recording 
 the lowest figures observed. The following table gives the fig- 
 ures in inches for that point for the 11 years 1878 to 1888, inclu- 
 sive. It should be noted that this table gives the figures for 
 rain only, as, owing to the violent winds which usually accom- 
 pany the snow in winter and other causes, it was found im- 
 possible to determine the figures for the latter. The figures for 
 the winter months are therefore too low. 
 
 Average rainfall at Kola, 1878-1888, 
 
 Month. 
 
 Mean. 
 
 January — 
 February. . 
 
 March 
 
 April 
 
 May 
 
 June 
 
 July 
 
 August 
 
 September. 
 
 October 
 
 November. 
 December. . 
 
 Total. 
 
 Mean 
 maximum. 
 
 Inches. 
 
 0.26 
 
 .12 
 
 .23 
 
 .36 
 
 .49 
 
 .78 
 
 1.28 
 
 1.16 
 
 .96 
 
 .75 
 
 .48 
 
 .30 
 
 7.17 
 
 Inches. 
 
 0.61 
 
 .52 
 
 .57 
 
 .78 
 
 1.07 
 
 1.65 
 
 2.04 
 
 2.46 
 
 1.50 
 
 1.28 
 
 1.02 
 
 .65 
 
 Mean 
 minimum. 
 
 14.15 
 
 Inches. 
 0.04 
 .00 
 .05 
 .00 
 .11 
 .20 
 .44 
 .32 
 .35 
 .12 
 .02 
 .05 
 
 1.70 
 
 D ARCTIC NIGHT.— Because of the high latitude the polar 
 night lasts from November 26 to January 22, but there are fre- 
 quent displavs of the aurora borealis, so brilliant that it is pos- 
 sible to take photographs by their light. In summer, daylight 
 continues throughout the 24 hours, and in the coast region the 
 sun does not descend below the horizon at all during June and 
 a part of July. 
 
24 
 21 
 12 
 7 
 22 
 35 
 40 
 40 
 27 
 10 
 13 
 •27 
 
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 P 
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 t: 
 
 Ja 
 F( 
 
 M 
 Al 
 
 M: 
 
 Ju 
 Ju 
 
 Al 
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 N( 
 
 D€ 
 
 
 '/t^T*' 
 
 ni 
 qi 
 si 
 cc 
 
 SI 
 
 a 
 
TEMPEBATUIIE. 
 
 11 
 
 E. TEMPERATUIIE. — Observations taken at the meteoro- 
 logical station at Yekaterina Harbor (about 25 miles north of 
 Murmansk) during 1894-1897 showed the following mean tem- 
 peratures : 
 
 °F. 
 
 End of March to middle of June 37 
 
 Middle of June to beginning of August 52 
 
 Beginning of August to middle of October 38 
 
 Middle of October to end of March 19 
 
 Mr. Goriachovsky, constructing engineer of the Murman Rail- 
 way, gives the mean temperature as 14° F. in winter and as 
 55° F. in summer. 
 
 In winter, along the coast region, the thermometer rarely 
 goes below 5° to 10° F. Early mornings when the mercury 
 goes to 32°, and occasional snowstorms, are fairly frequent up 
 to the middle of June. In the interior of the peninsula the 
 mean temperatures are 4° F. in winter and 55° F. in summer. 
 
 Average temperature at Kola 1878-1888. 
 
 Month. 
 
 Mean. 
 
 Mean high. 
 
 Mean low. 
 
 January 
 
 12 
 13 
 19 
 28 
 38 
 48 
 53 
 53 
 43 
 31 
 19 
 10 
 
 33 
 34 
 40 
 
 47 
 61 
 75 
 82 
 75 
 60 
 46 
 38 
 33 
 
 ^F. 
 
 —24 
 
 February 
 
 —21 
 
 March, . .' 
 
 —12 
 
 April . 
 
 7 
 
 May 
 
 22 
 
 T -^ 
 
 June - ... . . 
 
 35 
 
 July 
 
 40 
 
 August 
 
 40 
 
 September 
 
 27 
 
 October 
 
 10 
 
 Noyember 
 
 -13 
 
 December 
 
 -27 
 
 
 
 In the White Sea coast region the mercury falls as low as 
 —35° F. 
 
 F. WINDS. — In the spring, northwest winds prevail oft the 
 Murman coast, bringing dull w^eather with fog, rain, and snow. 
 
MAP OF 
 EKATEBINA HABBO0B I 
 
 M0KMAN COAST 
 
 
 
 
 ( V. wh / - 'i-jif''"''' '*' 
 
12 WINDS AND NAVIGATION. 
 
 In the early spring, however, south to southeast winds bring 
 line but cold weather, it being especially cold with the south- 
 southeast wind, which sometimes blows in violent squalls. 
 
 In summer the prevailing winds are from the north, northeast, 
 and east. These bring cold and hazy w^eather with fog. While 
 the other two are usually of short duration, the northeast wind 
 sometimes blows steadily for weeks at a time. At times a 
 southwest wind blows in squalls with heavy rain and with 
 thunderstorms from the northeast. Calms are rare. 
 
 In autumn the southwest wind begins to prevail, but there 
 are frequent north winds, w^hich are usually fresh. 
 
 In winter the most favorable wind, and the prevailing one, 
 is the southwest, which brings rain and cold weather. The • 
 best winter weather is during easterly winds, when the ther- 
 mometer falls toward zero. 
 
 The above notes apply more particularly to the Murman coast 
 section. Throughout the whole of the White Sea region fine 
 weather occurs most frequently with easterly and southerly 
 winds. The Gulf of Onega and Kandalaksha Bay, however, are 
 exceptions, the finest weather occurring in those places with a 
 a southwest wind, which brings a cloudless sky. In the region, 
 as a whole, fine weather is rare in autumn and occurs only w^ith 
 light, southerly winds ; in winter, with an east wind. 
 
 NAVIGATION. 
 
 MUR/MAN COAST. — The polar ice never reaches the Mur- 
 man coast, usually not coming within 200 miles of it. The 
 nearest it is ever reported to have come is 20 miles, but even 
 that is doubtful. Off the coast the sea never freezes and the 
 gulfs and bays are accessible to steam vessels at all seasons. 
 Strictly speaking, only the heads of bays such as Kola and 
 Pechenga Inlets, which run into the land for some distance, or 
 those which connect with the sea by narrow and shallow en- 
 trances, become frozen. In the inlets the ice usually freezes 
 only from 3 to 8 inches thick, although it becomes much thicker 
 
NAVIGATION. 13 
 
 at the heads of certain bays, particularly those which receive 
 the fresh water of rivers. The most severe climate of all Mur- 
 man is at the heads of Varangar Fjord and Pechenga and Paza 
 Gulfs, in all of which the ice attains a thickness of 2 feet and 
 does not break up until the end of May. The northern part of 
 Kola Inlet, the harbor of Alexandrovsk, and the port of Mur- 
 mansk are open all the year. 
 
 WHITE SEA. — In the White Sea ice appears sometimes in 
 October, more frequently in November and December, and some- 
 times not until January. The whole area of the White Sea is 
 never covered with floe ice, although a fringe of sheet ice ex- 
 tends out perhaps 3 miles from shore. The Gorlo, or throat of 
 the sea, where its waters join the Arctic, never becomes solidly 
 frozen on account of the strong current, but does become choked 
 with drifting ice. The date of the opening of navigation de- 
 pends on the conditions in the Gorlo, which may become clear 
 anywhere from the 20th of April to the middle of June. The 
 duration of navigation in the White Sea under the most favor- 
 able conditions may be taken as 6 months (May to November), 
 for sailing vessels, 8 months (May to January) for the ordi- 
 nary steam vessels, and 10 months (May to March) for the 
 steamers of the ice-breaking type. 
 
 ARCHANGEL. — Archangel is thus a closed port for a part 
 of each year, while Murmansk is open to navigation at all sea- 
 sons. This was the determining factor in building the Murman 
 railroad to parallel the shorter Archangel- Vologda line. Dur- 
 ing the winter season the Murman road supplements the other. 
 
 POPULATION. 
 
 The Kola Peninsula, which, under the old regime, constituted 
 Alexandrovsk District, embraces an area of about 57,000 square 
 miles. Before the railroad was built the population numbered 
 about 14,300 (or about 1 person to 4 square miles), and con- 
 sisted of Russians, Lapps, Karelians (Finns), and Norwegians. 
 Now the population is about 25,000, mostly Russians. Of this 
 
14 
 
 POPULATION. 
 
 number about 8,500 live in colonies scattered along the Murman 
 coast. Of these 76 per cent are true Russians, 12 per cent 
 Finns, 6 per cent Karelians and Lapps, and 6 per cent Nor- 
 wegians. All together there are 54 of these colonies along the 
 coast. The people live in "cantonments" (stanovische), or 
 small, closely huddled villages, those of Gavrilovo and Teriberla 
 (about 60 and 70 miles east of Kola Bay) being the largest. 
 (For view of Gavrilovo, see illustration 8.) 
 
 The following table gives a list of these settlements and their 
 population in 1899 : 
 
 SETTLEMENTS TO THE WEST OF THE GULF OF KOLA. 
 
 1. Yekaterina Harbor 
 
 2. Saida-guba 
 
 3. Toros Island 
 
 4. Eritiki or Port Vladimir. 
 
 5. Ura-guba 
 
 6. Chan Brook 
 
 7. Medvied (or Bear) Island 
 
 8. Bolshaia Lopatka 
 
 9. Kisslaia-guba 
 
 10. Vichani 
 
 11. Malaia Litza 
 
 12. Bolshaia Litza 
 
 13. Kitovka 
 
 14. Kutovaia 
 
 15. Bolshaia Motka 
 
 16. Eina 
 
 17. Tsip-Navolok 
 
 Popula- 
 tion. 
 
 71 
 30 
 18 
 
 4 
 
 238 
 
 27 
 
 7 
 15 
 10 
 16 
 29 
 62 
 
 4 
 
 9 
 101 
 
 5 
 57 
 
 18. Zubovski Islands 
 
 19. Vaida-guba , 
 
 20. Chervianaia 
 
 21. Zemlianaia , 
 
 22. Malaia-Volokovaia 
 
 23. Gagarka 
 
 24. Olenia - Gorka (Reindeer 
 
 Hill) 
 
 25. Triphonoff Brook i 
 
 26. Barakino i 
 
 27. Kniazukha i 
 
 28 . Pechenga i 
 
 29. Finmanskaia 
 
 30. Voriema 
 
 Total 
 
 Popula- 
 tion. 
 
 18 
 63 
 56 
 173 
 24 
 63 
 
 28 
 51 
 58 
 141 
 100 
 13 
 
 1,544 
 
 1 In the Gulf of Pechenga. 
 SETTLEMENTS TO THE EAST OF THE GULF OF :k:OLA. 
 
 1. Vostochnaia Litza 
 
 2. Harlovka 
 
 3. Rinda 
 
 4. Triastchino 
 
 5. SchelDino 
 
 6. Gavrilovo 
 
 7. Golitizino 
 
 8. Teriberla 
 
 9. Zaolenie.. 
 
 10. Kildin 
 
 11. Tiuva-guba 
 
 12. Srednaia-guba 
 
 13. Griaznaia-guba . . , 
 
 14. Rossliakova-guba. 
 19. Bielokamennaia.. 
 
 Total 
 
RACES. 15 
 
 The Lapps are almost the sole inhabitants of the interior of 
 the Kola Peninsula. They lead a seminomadic life, each group 
 having a summer and winter settlement (pagost). The latter 
 are usually inland near the forests, where the Lapps herd their 
 reindeer, and the former near the coasts and lakes, for the 
 fishing. The dwellings in winter are small, sod-covered huts, 
 and in summer bark and turf wigwams. (For scenes of Lapp 
 life see illustrations 9-11.) 
 
 The Pomors ("those by the sea"), who dwell farther south 
 in Pomorya, are descendents of Novgorod Russians and much . 
 more enterprising aijd energetic than the Karelians. They are 
 chiefly occupied in the fisheries on the Murman coast, to which 
 the men voyage in the season. In winter many are engaged in 
 shipbuilding. Their larger settlements are to the southeast of 
 Kem, including Shuyaretskaj^a (170 houses), Soroka (250), 
 Shezhma (200), Sukhonavolok (125), Virma (70), Suma (280), 
 Kolezhma (140), and Nyukha (260). (Date 1899.) From 
 Kandalaksha southeast, along the gulf and toward Kem, their 
 larger villages are Knyazhya Guba (50 houses), Kovda (65), 
 Chernoretskaya (40), Keret (115), Gridino (20), Pongoma (30), 
 and Lyetneryetskaya (35). (For types of Pomars see illustra- 
 tion 12.) 
 
 The Karelians are a Finnish tribe, who overran the White 
 Sea coast region in the fourteenth century. They live generally 
 south of the Pomorya in Karelia, but there is no distinct bound- 
 ary. Their chief occupations are agriculture, felling timber, 
 fishing, hunting, and transporting goods by pack to Finland. 
 Their villages are scattered about the banks of rivers and lakes, 
 which mainly lie in a south and southwestern direction. Their 
 homesteads, especially in the western parts, are scattered over 
 areas of 2 or 3 miles. 
 
 COMMUNICATIONS. 
 
 A. COASTWISE ROUTES.— Communication along the Mur- 
 man coast is carried on throughout the whole of the year by 
 
16 COASTWISE ROUTES. 
 
 steamships and small boats. During the summer, from early 
 in June to the end of September, a line of mail passenger steam- 
 ships is maintained between Murman and Archangel. Even 
 during the winter a steamer makes a number of trips between 
 the more important cantonments, going as far west as Vardo, 
 the chief point of the fish trade between the Russians and Nor- 
 wegians. From early spring to autumn the Russian sailing 
 ships of the cod fleet are loaded at Vardo, whence they transport 
 the fish to Archangel. In summer communication with the 
 interior of the peninsula is generally by water; in winter, by 
 reindeer sledges. Each animal can draw 2 poods (about 72 
 pounds), each sledge being usually drawn by 4 deer. They work 
 best in the first months of winter, becoming weaker from work 
 and lack of food toward spring. The deer are used for food, 
 clothing, and traveling. In summer, when not wanted for the 
 latter purpose, they are allowed to roam at large, and generally 
 flock to the heights of the Chibinski Mountains or the seashore 
 to avoid the gadflies and mosquitoes. They require hardly any 
 care throughout the year, feeding in summer on various grasses 
 and in winter on the " reindeer lichen," which they dig out 
 from under the snow. 
 
 B. KOUTES FROM THE COAST.— 1. Murmansk: There 
 are three points of entry in western Russia whence the routes 
 start inland from the Arctic. The most important of these 
 routes, in so far as it is open at all seasons, is now the Mur- 
 man Railway, running south from Murmansk to the Vologda- 
 Petrograd line, which it joins at Zvanka. This route is de- 
 scribed in detail later, but in general may be said to connect the 
 villages along the base line of the Kola Peninsula and all the 
 important ports on the western coast of the White Sea. 
 
 2. Pechenga. — Pechenga is situated on Pechenga Inlet, about 
 18 miles from the seacoast and about 65 miles northwest of 
 Murmansk. A fine road runs from the coast to the village, and 
 from that place a new wagon road, built since the war, runs 
 about 100 miles southwest to Kyro. It passes through wild 
 
ROUTES FROM THE COAST. If 
 
 country which would be very difficult for railroad construction. 
 From Kyro a fair road, over which a Ford car has passed, 
 leads to Rovaniemi, 390 miles west by south of Kandalaksha, 
 via Sodankyla. Rovaniemi was the northern terminus of the 
 Finnish Railway, which runs to Kemi (Go miles), at the head 
 of the Gulf of Bothnia. (See below.) Still another alternative 
 route for this northern section is up the Pasvik River (on 
 which Boi'is Glob is located), through Lake Enare to the village 
 of Enare, and thence along the Kyro-Sodankyla-Rovaniemi 
 road. Along the road from Kyro to Rovaniemi w^ood and sup- 
 plies can be obtained every dozen miles, and there are small 
 houses for passing the night. Most of the settlements are 
 groups of 3 or 4 houses only, but a few have from 12 to 40 
 or 50. The entire route from Pechenga to Rovaniemi can be 
 traveled at any time of the year, but is better in winter. There 
 would be difficulty in securing feed for horses. Pechenga is a 
 fair-sized village, with macadam roads and a big monastery of 
 the Greek Church. . It has a better harbor than Alexandrovsk, 
 and a Russian squadron, including large battleships, anchored 
 there in 1907 or 1908. It is necessary to land in small boats, 
 but a mole could be built. (For scenes near Pechenga, see 
 illustrations 13-15.) 
 
 A late report, August 22, 1918, states that the Germans have 
 extended the Kemi-Rovaniemi Railroad about 110 miles to the 
 north and are building at the rate of 6 miles a day. The north- 
 ern terminus is unknown. The new^ extension is said to serve 
 the following places: Apukka, Vikajarvi, Ylinarapa. Hoikka. 
 Vuojarvi, Torvinen, Yliaska, Orsakoski, and to have reached 
 Sodankyla. Up to this point the construction has been rela- 
 tively easy, the country being rocky. Further on the ground 
 becomes marshy and the difficulties will be greatly increased. 
 
 3. Arch.ang'el. — There is no other route to the interior from 
 the coast w^est of the Archangel-Vologda Railway route and the 
 Dvina River route, both of which start from the port of Arch- 
 
 84884—18- — 2 
 
18 ROUTES I]^ INTEmOR. 
 
 angel on the eastern shore of the White Sea. As already noted, 
 this port is closed by ice for several months in winter. 
 
 C. ROUTES BETWEEN INTERIOR POINTS.— The entire 
 country traversed by the Murman Railway north of Lake 
 Onega is almost wholly devoid of wagon roads. In the Kola 
 Peninsula there are none wdiatever. During the winter reindeer 
 and sledges follow certain established routes between the vari- 
 ous villages. (See illustration 16.) Such sledge travel, how- 
 ever, does not give rise to permanent trails and is possible only 
 when snow covers the ground. Similar conditions prevail not 
 only in the Kola Peninsula but in the region farther west and 
 in the neighboring region west of the White Sea. Only when 
 one proceeds westward into Finland or south of the White Sea 
 does he find actual ]-oads. Nevertheless some of the sledge 
 routes are here mentioned in addition, because they might be 
 used by an enemj- in an attempt to cut the Jilurman Railroad 
 from the west. 
 
 1. Routes from Kandalaksha. — From Kandalaksha a route 
 proceeds, partly by water and partly by land, to Allaktirtl, 
 about 60 miles west of Kandalaksha. It is said to be possible 
 to reach Allakurti also by way of Lake Kovda. The ice clears 
 out of this lake about the middle of Jtme. From Allakurti, 
 which is west of the Finnish border, a wagan road runs to 
 Rovaniemi via Sallatunturi (which lies about 85 miles west 
 by south of Kandalaksha) and Kemtrisk. From Kemtrisk to 
 Rovaniemi the road is good. 
 
 The other route between Kandalaksha and the Gtilf of 
 Bothnia runs 125 miles southwest to Kuusamo, to which point 
 it can scarcely be called even a trail. Thence to Uleaborg, on 
 the Gulf of Bothnia, it is good enough for automobiles. The 
 villages along the route are small and widely scattered. The 
 country is hilly and full of lakes and streams. In many places 
 trails ctit oft bends of the wagon road, while elsewhere the 
 native traveler often helps himself forward by means of canoes 
 on the rivers. 
 
PROJECTED RAILWAYS. 19 
 
 Canoe trafllc is so important tliat in summer the route via a 
 cliain of lakes called Rugo, about 55 miles southwest of Kan- 
 dalaksha, forms the easiest link in the route to Uleaborg. 
 
 The importance of the neck of land between the head of the 
 Gulf of Bothnia and Kandalaksha Bay on the White Sea may 
 be judged from the fact that the Germans and Finns are re- 
 ported to be building a railroad from the former rail head at 
 Rovaniemi to Kovda, about 30 miles south of Kandalaksha. 
 According to Mi\ Goriachkovsky, the engineer of the Murman 
 Railway, such a connection between the Finnish Railroad and 
 the Murman Railroad would be possible but very difficult. The 
 railroad could start either from Rovaniemi or Uleaborg. An- 
 other possibility would be to build a road farther south from 
 Lieksa in Finland to Kem or Soroka on the White Sea. In 
 any case the engineers could find scarcely any population and 
 no food, horses, or vehicles. All supplies as well as the mate- 
 rial for the construction of the railroad would have to be 
 brought from Finland. The only exception would be timber. 
 Which ever route is chosen, the distance is about the same — 
 namely. 220 miles. The difficulties of building such a road 
 may be judged from the fact that when the part of the Mur- 
 man Railroad betvreen Soroka and Petrozavodsk was con- 
 structed it was possible to start work at four places, using the 
 White Sea and Lake Onega as means of communication, yet 
 the work took a year. The Germans, on the other hand, in 
 constrncting a line of equal length from Finland to the Murman 
 line would have only one starting point — namely, from their 
 Finnish base. 
 
 In this connection it should be noted that rails can not be laid 
 on the ice in winter, as is done in Siberia. Rapids are- so 
 numerous that the w^ater in the rivers does not freeze in many 
 places, nor is the climate cold enough to produce thick ice on 
 the lakes. Even in January and February the peasants be- 
 tween Soroka and Lieksa were found to be afraid to cross the 
 lakes on sledges. The heavy snow loads the ice so greatly that 
 
20 ROUTES IN SOROKA SECTION. 
 
 the ice is carried down into the water. In the swamps, how- 
 ever, the ice is from 1 to 2 feet thick and can be used for light 
 tracks. 
 
 2. Routes from Kem. — From this station on the Murman 
 Railway a route also runs to Ukhta (about 100 miles west) by 
 river and lake. There is a good road from Kiantajarvil (about 
 55 miles W. by S. of Ukhta) to Uleaborg, via Puolanka ancMf 
 Utajarvi. Reports dated July 26, 1918, indicate that the Ger^' 
 mans have built a wagon road from Kem, via Kiantajarvil 
 (Suuomussalmi) to Kajana (the head of one of the Finnish 
 Railway lines). 
 
 3. Routes from Soroka. — To the north: There is no road for 
 wheeled traffic leading north. 
 
 To the east: A very bad road runs southeast about 30 miles 
 to Suma, on the southern shore of the White Sea. Here the 
 road divides and one branch runs eastward to the station 
 Oberzeskaya, about 80 miles south of Archangel, on the Arch- 
 angel-Vologda Railroad. There are also trails leading to the 
 same station from Suma. There is a steamer service in sum- 
 mer between Soroka and Archangel. 
 
 To the south: The road above named is followed to Suma 
 and the southern branch taken at that point. The road par- 
 allels the railroad, some distance east, to tlie town of Povenetz. 
 There it turns west and meets the railway at Medvyezhya Gora, 
 whence it continues south to Petrozavodsk. This is a good 
 road from Suma south. 
 
 To the ivest: In summer the region toward the Finnish fron- 
 tier is absolutely impassable. A trail, rough even in winter, 
 runs from Soroka to Lieksa, on the Viborg-Narmes Railway in 
 Finland. The journey takes 4i days and nights. 
 
 4. Routes from Petrozavodsk. — Land routes: The road men 
 tioned above as running south from Medvyezhya Gora to Petro- 
 zavodsk continues from the latter in a southwestv/ard direc- 
 tion to Olonetz, and thence around the northern shore of Lake 
 Ladoga to Sardaval. A branch from Olonetz also runs around 
 
ROUTES FROM PETROZAVODSK. 21 
 
 the southern sliore of Lake Ladoga to Petrograd. These are 
 good roads. 
 
 A poor road also leads from Petrozavodsk along the shore of 
 Lake Onega to the south of that lake, where it joins what is 
 said to be a very good road from Lodeinoye Polye, and con- 
 tinue's east to Plesetskaya on the Archangel-Vologda line, about 
 132 miles south of Archangel. 
 
 Water rovtes: There is also from this station an alternative 
 route in summer to Petrograd by way of Lake Onega, the Svir 
 River, and Lak^ Ladoga. (For details, see under Petroza- 
 vodsk, in the route notes.) The town is also connected with 
 the River Volga. The route is across Lake Onega to the vil- 
 lage Voznesenie, and from there by the Marinski Canal system 
 and the River Sheksna to the town of Rybinsk (in all, 440 
 miles). From the village Voznesenie connection is also made, 
 through the canal system of the Grand Duke of Wlirtemberg, 
 with Vologda (295 miles). 
 
 From Petrozavodsk, or Medvyezhya Gora, there is thus direct 
 connection by water with all the towns along the Northern 
 Dvina, Volga, and Neva. Onega Lake is open for navigation 
 from May till October, inclusive. It is very stormy in October, 
 but the barges are of specially strong construction. On the 
 canals and Dvina and Volga Rivers there is a large fleet of 
 river boats and tugs. In winter they are docked in the quiet 
 harbor of Voznesenie. 
 
 5. Route from Lodeinoye Polye. — A good road leads to Ple- 
 setskaya (on the Archangel-Vologda Railway, 132 miles south 
 of Archangel) via Urytegra and Karvopol. It continues thence 
 to the Dvina River and follows it up to Archangel. Horses are 
 obtainable and automobiles can be used. 
 
 6. Communication with. Archangel - Vologda Line. — The 
 country between the two lines is a vast wilderness of swamp and 
 
 . forest, and communication between them, except along the roads 
 indicated, would be exceedingly difficult. The White Sea, which 
 affords water communication in summer, is blocked by ice in 
 
22 STRATEGIC POINTS. 
 
 winter, but does not freeze solidly except along the shore. It 
 might be possible to follow the southern shore line on the ice 
 from Kem or Soroka to Archangel in specially equipped motor 
 cars, using snowplows. Communication could also be main- 
 tained by use of the modified form of hydroplane, recently per- 
 fected we understand by the Canadian Government, which can 
 be used to land on deep snow. 
 
 STRATEGIC POINTS. 
 
 The topographical conditions of the Murman region are such 
 that in the north an enemy would have little chance of seizing 
 the railroad. Farther south the places chiefly exposed to attack 
 are as follows : 
 
 1. KANDALAKSHA. — This point can be reached by sea, 
 and it is also the terminus of a poor route from the west via 
 Sokolozero and Allakurti. The latter lies 60 miles west of 
 Kandalaksha. 
 
 2. KEM. — This place is also exposed to attack from the 
 White Sea, and is the terminus of a route from the west. The 
 nearest concentration point along this route is Ukhta, about 
 100 miles west of Kem. At proper season there is transporta- 
 tion by river and lake much of the way from Ukhta to Kem. 
 It was reported in May, 1918, that barracks capable of housing 
 12,000 men were being erected at Ukhta, but how far this work 
 progressed is not known. Kem might also be exposed to attack 
 along the line of a wagon road which is reported to have been 
 built during the summer of 1918 from Kajana, the head of one 
 of the Finnish railways, via Kianta (Suuomussalmi) to Kem, 
 The exact location of this road is not certain, but it probably 
 passes through Ukhta. 
 
 3. SOROKA. — This place is subject to attack from the White 
 Sea, and is also the terminus of a poor road from Archangel, 
 and of another route which comes from the south, parallel to 
 the railroad, but at a distance of 10 to 30 miles to the east. 
 
AGRICULTURAL PRODUCTS. 23 
 
 4. MEDVYEZHA GORA. — This place is open to attack from 
 Lalve Onega, and also by means of poor wagon roads from tlie 
 east. From the west it could be approached by way of Joonsu 
 on the Finnish Railway, 70 miles north of west of Sardavala, 
 and thence via Keskijarvi to Marussari. 
 
 5. PETROZAVODSK. — Here there is a way of approach from 
 Lake Onega on the east and by a good wagon road on the 
 southwest. From Petrograd boats can cross Ladoga Lake, so 
 that Petrozavodsk would be comparatively easy to attack. 
 
 6. ZVAISFKA.-^This is much the most important point upon 
 the whole line. It is the junction of the Trans-Siberian and 
 Murman Railroads. It can be approached not merely along the 
 line of the Trans-Siberian and Munnan Railroads, but by a 
 railroad from the southwest and by wagon roads from the same 
 quarter, and also by a good wagon road from Lake Ladoga, a 
 few miles to the north. 
 
 FOOD AND SUPPLIES. 
 
 A. AGRICULTURAL PRODUCTS.— There is scarcely any 
 agriculture. In the Lapp settlements in the Kola Peninsula 
 and the Murman colonist districts a small quantity of potatoes 
 is raised, the yield being from three to six fold. In 1914 the 
 yield of hay throughout the entire region was about 2,700 tons. 
 
 In the Pomorya (White Sea coast region) but little more is 
 done agriculturally. In the year 1914 the total cultivated area 
 in the Kem and Onega districts of that section did not exceed 
 33,750 acres. The crops are rye, barley, potatoes, and oats, 
 the yield of winter grain varying from two and one-half to six 
 times the quantity sown. Foodstuffs are imported from Fin- 
 land and from Archangel, the chief imports from the latter 
 place being rye, flour, buckwheat, wheat, oats, hay, salt, and 
 petroleum products. 
 
 There has been a constant lack of hay in Pomorya so that in 
 years of shortage it has been necessary to feed the cattle leaves 
 of trees, and the impossibility of importing hay has had an 
 effect both on cattle raising and agriculture. 
 
24 FISH AND LUMBER. 
 
 B. FISH. — The main native food supply consists of the 
 various kinds of fish, with which both the inland waters and 
 the sea are filled. In the Murman region alone between 4,000 
 and 4,800 men are engaged in this industry. The chief fish are 
 the cod, herring, and salmon. The methods of catching them 
 are still very primitive. Of the approximately 1,170 boats em- 
 ployed on the Murman coast, at least 80 per- cent are of the 
 " shnyaka " or " yela " type, the former an undecked, heavy, 
 clumsy rowboat, carrying from 700 to 1,000 pounds and manned 
 by three or four men. The latter is also an undecked boat, but 
 considerably lighter. (For type of boat in use, see illustration 
 17.) The fishing along the Murman coast is carried on from the 
 beginning of April to late autumn, but the most abundant stream 
 fisheries can not be taken advantage of on account of the absence 
 of communication during the other months. On the Pomorya 
 coast herrings and navaja are caught from October to the begin- 
 ning of January, and the small salmon from midsummer to late 
 autumn. In the sea near the Murman coast there are large 
 numbers of sharks, and along the shores of the peninsula and 
 the Pomorya are also great quantities of sturgeon, seals, and 
 walrus. 
 
 C. LUMBER. — Besides the fishing, the only trade of any 
 importance is lumber, and the only supplies found in abundance 
 are lumber products. There are sawmills at Soroka, Kem, 
 Keret, and Kovda, and beams, planks, railroad ties, laths, fire- 
 wood, etc., form almost the entire export business of the western 
 White Sea ports. 
 
 The abundant supply of lumber has given rise to shipbuilding 
 at certain points such as Shuma, Kem, Nyukha, Soroka, and 
 Shuya, the inhabitants being expert at their trade. There is, 
 however, difficulty in obtaining the necessary materials, other 
 than lumber. 
 
 THE RAILWAY. 
 
 A. CONSTRUCTIO:N-.-~On January 1, 1915, Mr. Vladamir 
 Goriachkovsky was appointed engineer by the Russian Govern- 
 
RAILWAY LINE. 25 
 
 ment. Survey was started immediately and construction begun 
 at the railway station vi Petrozavodsk. One hundred thousand 
 Russian workmen were employed from all parts of the country. 
 Germany gave high moi'tality reports, but the death rate was 
 extremely low. The workmen lived under primitive conditions, 
 mostly in tents, and many developed scurvy, but not more than 
 1 per cent of those taken ill died. 
 
 Soundings were fathomed through the ice during the winter 
 by means of special long iron rods to determine earth contours, 
 in order to establish the best roadbed in swampy country. 
 Surveys were made in the long Polar night by the light of 
 lamps. Swamps were dredged and roadbeds ballasted on a 
 large scale by the use of American steam shovels. By Novem- 
 ber, 1916, 10,000,000 cubic meters of earth had been excavated 
 and more than 1,000,000 cubic meters of earth had been blown 
 up by djmamite. 
 
 B. ROADBED.— The total length of the new part of the rail- 
 way is about 660 miles. To date no serious incident of the road- 
 bed sinking in swamps, due to the spring thaws, has occurred, 
 though some sections of the track are not ballasted and the 
 roadbed is bad. There is some danger of washouts with the 
 spring floods, the \vorst section possibly being north of Kan- 
 dalaksha. General condition was good in April, 1918. The 
 Murman RaiUvay may be considered serviceable the year round, 
 although its condition is better in winter than in summer. The 
 gauge is the standard- Russian one, 5 feet. 
 
 C. BRIDGES.— There are 1,110 bridges, totaling about 18,000 
 yards. 
 
 D. STATIONS. — The railway is provided w^ith 54 stations, 
 about 18 miles apart on the average, with water supply, dwell- 
 ings, and materials. 
 
 K SIDINGS. — Siding are from 5 to 7 miles from each other. 
 
 F. GRADES. — Grades (1^ per cent) are quite heavy and 
 
 much steep^v than on the Archangel road. Consequentlv it is 
 
26 CAPACITY, ROLLHSTG STOCK, AND FUEL. 
 
 not possible to handle the same amount of goods. From Bu- 
 jarskaya to Soroka there was very little elevation to overcome. 
 
 G. CAPACITY.— In 1916-17 the average number of cars 
 loaded y\ith war goods and run in a day is stated to have been 
 120. Since then the roadbed and facilities of the line in gen- 
 eral have been improved. Mr. Goriachkovsky estimates that 
 by using only the first-class sidings laid between the stations, 
 with an average of 12 miles between them, 13 trains in one day 
 can easily pass, also that the number could be increased to 23 
 by operating the finished sidings of the second class. At pres- 
 ent, with the smallest radius of curve 1,000 feet, grades of li 
 per cent and rails of 22J pounds to the foot, an average Rus- 
 sian locomotive could easily pull a train of 23 loaded cars. The 
 capacity of a car is 1,000 poods, equal to 36,000 English pounds. 
 This estimate of the road's present capacity is considered ex- 
 cessive by some others familiar with the road. 
 
 H. ROLLING STOCK. — There is a fair amount of rolling 
 stock on the line, including an armored train. With sufficient 
 rolling stock, 200 cars daily, perhaps, could be run over the 
 line. It would also be necessary to have materials for repairs 
 and a central locomotive shop for big repairs, in addition to 
 the present facilities at Petrozavodsk. (For type of locomotive, 
 see illustration 18.) 
 
 I. FUEL. — The locomotives burn either wood or coal. Green 
 wood gives bad results and it is necessary to prepare and dry 
 it a year in advance. Forty-nine cubic feet of wood is equiva- 
 lent to 110 pounds of English coal. Only birch is used when 
 possible. There is now no dry wood, and coal must be imported 
 from England. During the transportation period in 1916-17 
 the road consumed about 30,000 tons of English coal, in addi- 
 tion to the wood prepared in 1916. 
 
DISTANCES. 
 
 27 
 
 J. DISTANCES. 
 
 
 Between 
 stations. 
 
 From Mur- 
 mansk. 
 
 Murmansls. , 
 
 Miles. 
 
 Versts. 
 
 Miles. 
 
 Versts. 
 
 Imandra 
 
 97 
 
 80 
 
 64 
 
 146 
 
 37 
 
 133 
 
 103 
 
 93 
 
 74 
 
 84 
 
 137 
 121 
 
 96 
 220 
 
 56 
 200 
 156 
 140 
 111 
 127 
 
 97 
 171 
 235 
 
 381 
 418 
 550 
 654 
 745 
 820 
 904 
 
 137 
 
 Kandalaksha 
 
 258 
 
 Polvarni Krug 
 
 354 
 
 Kem , 
 
 574 
 
 Soroka 
 
 630 
 
 Maselskava , 
 
 830 
 
 Petrozavodsk '. 
 
 9S6 
 
 Lodeinoye Polye 
 
 1,126 
 
 Zvanka 
 
 1,237 
 
 Petrograd 
 
 1,364 
 
 
 
MURMAN RAILWAY. 
 
 MURMANSK TO PETROGRAD. 
 LIST OF STATIONS. 
 
 1. Murmansk MyPMAHCKl> 
 
 2. Kola KOJTA 
 
 3. Loparskaya JIOHAPCKAil 
 
 4. Pulozero HYJIOBEPO 
 
 6. Olenya OJIEHbH 
 
 6. Imandra HMAH^l^PA 
 
 7. Tikozero THK03EP0 
 
 8. Niva HHBA 
 
 9. Kandalaksha KAHM-^^KIHA 
 
 10. Kandalaksha Harbor KAHM^^KinA-nPHCTAHb 
 
 11. Byeloye-More B1&JI0E MOPE 
 
 12. Zhemchuzhnaya TKEM^YmilAH. 
 
 13. Knyazhya Guba KHa:^bH TYBA 
 
 14. Knyazhya Guba Harbor KHHmbH rYBA-nPHGTAHb 
 
 15. Kovda KOBM 
 
 16. ^Polyarni Krug .nOJTHPHBIH KFYrh 
 
 17. Chupa ^lynA 
 
 18. Chupa Harbor "qynA-nPHCTAHB 
 
 19. Keret KEPETB 
 
 20. Boyarskaya BOHAPCKAH 
 
 21. Engozero 3Hr03EPO 
 
 22. Sig CHP'B 
 
 23. Pongoma nOHBPOMA 
 
 24. Pongoma Harbor HOHBrOMA-nPHCTAHB 
 
 25. Lyetneryetskaya J['BTHEP'BIJ;KAH 
 
 26. Kem KEMB 
 
 27. Kem Harbor .KEMB-EPPICTAHB 
 
 28 
 
Kancfa/akshcL 
 
 P£7li06m% 
 
 S4884— IS 
 
MURMAN R.AILWAY. 29 
 
 28. Shiiyeretskaya myEP^I];KAH 
 
 29. Soroka COPOKA 
 
 30. Olimpi OJIHMniH 
 
 31. Parandovskoye HAPAH^OBCKOE 
 
 Onda OHM 
 
 Segezha CErEJKA 
 
 Urosozero yPOCOSEPO 
 
 Maselskaya MACEJIbCKAH 
 
 Segozero Harbor CErOSEPO 
 
 Lumbushi JiyMByniH 
 
 38. Medvyezhya Gora MEflB'B}KbH TOPA 
 
 Kyapeselga KanECEJIbrA 
 
 Lizhma JIH}KMA 
 
 Kivach KHBAqT> 
 
 Kondopoga KOH^^OHOrA 
 
 Kondopoga Harbor .KOH^OnorA-nPHCTAHb 
 
 Suna CYHA 
 
 Shuiski inyMCKIH 
 
 Petrozavodsk nETP03AB0;i,CK'b 
 
 47. Pyazheva Selga nba^KEBA-CEJIbrA 
 
 48. Ladva JIA71;BA 
 
 49. Tokari TOKAPH 
 
 50. Svir CBHP'L 
 
 51. Lodeinoye Polye. JIOflEHHOE HOJIE 
 
 52. Pasha nAIIIA 
 
 53. Kolchanovo KOJI^AHOBO 
 
 54. Micliael Archangel MHXAHJIO-APXAHTEJIbCK'L 
 
 55. Zvanka 3BAHKA 
 
 56. Voibokala BOHBOKAJIA 
 
 57. Naziya HASblH 
 
 58. Mga MrA 
 
 59. Sapernaya CAIIEPHAH 
 
 60. Rybatskoye PblBAI^KOE 
 
 61. Obukhovo OByXOBO 
 
 62. Petrograd nETPOrPA;!;!) 
 
EOUTE A. 
 
 MUKMANSK TO PETROGRAD. 
 DETAILED DESCRIPTION. 
 
 Versts. 
 
 Alexandrovsk. — Population, 600. This town is 
 not on tlie line of the railway, but about 25 miles 
 north of Murmansk. It is located on Yekaterina 
 Harbor and was founded in 1899 as a Russian naval 
 base, but not completed. It is the capital of Alex- 
 androvsk District, YS'hich formerly included the 
 whole Kola Peninsula. The administrative depart- 
 ments and buildings are here and also a biological 
 station. There are no traders and the place plays no 
 role in the economic life of the peninsula. (See 
 illustrations 19 and 20.) 
 Murmansk. 
 
 Location. — The city is situated on the eastern 
 shore of Kola Inlet, about 25 miles from the 
 entrance. 
 
 Population. — The city has an estimated popula- 
 tion of 3,500 to 4,000, to which should be added 
 refugees, the number of whom varies at different 
 times from a few hundred to possibly 2,500 or 
 3,000. 
 
 Description of city. — ^.Vs may be seen from map 
 No. 4, the city as planned was to be divided into 
 districts, such as port district, naval base, market, 
 labor, service. White Sea, and administration dis- 
 tricts. The revolution interfered with the rapid 
 
 31 
 
32 MURMANSK. 
 
 Miles. Versts. 
 
 building of the city as planned, and birch-tree 
 groves are still growing with streets cut through 
 them. The town at present consists of about 300 
 buildings, nearly all located in the port, labor, and 
 naval base districts. They are mostly of one story, 
 and built of pine logs pieced together by mortised 
 joints. The spaces between the logs are for the 
 most part packed with native moss. The buildings 
 consist mostly of dwellings, storehouses, offices, and 
 barracks. The latter are mainly used as store- 
 houses at present. There are dwelling accommoda- 
 tions for at least 4,000 men. During the period of 
 1916-17 more than 8,000 people were living here. 
 There is a fire department, cabinet-workers' shop, 
 small church, and a few assembly halls. France, 
 England, and the United States have consulates. 
 The Y. M. C. A. building is in process of erection. 
 The streets are entirely of dirt, graded, usually 
 with a slight camber to form a watershed and with 
 ditches running along the sides to carry the water 
 away. The military camp, the so-called naval base, 
 is situated a little south of the town line. It has 
 cottages for officers, barracks for soldiers, and store- 
 houses. 
 
 Harbor and docks. — The inlet is IJ miles wide 
 here, 32 feet deep near the piers, and 70 feet in 
 the middle. The tide rises 11 feet. There are no 
 hidden rocks or shoals, and the bottom is soft, 
 muddy sand. Just outside of low-water line the 
 water is very deep, v/hich makes harbor construc- 
 tion easy. The shores are sloping and are of sand 
 and clay. On both sides of the inlet are hills 300 
 to 400 feet high, which rise from near the water. 
 ' The bay and inlet of Kola have a peculiar form 
 
' Murman Railway and Kola Peninsula '* 
 
PLAN OF THE TOWN OF MURMANSK 
 
 To accompany Military Monograph Handbook on " Murman Railway and Kola Peninsula" 
 
MURMANSK 33 
 
 Miles. Versts. 
 
 which not only protects this harbor from storms 
 but also from submarines. On account of the cur- 
 rents, due to the curved shores, a submarine is 
 obliged to come to the surface twice while ap- 
 proaching the harbor, and can be fired upon by 
 shore batteries. There is also a double net 
 stretched across. The inlet has no currents and 
 large ships can be shifted from one side of the 
 pier to the other without tugs. There is anchor- 
 age space for a large number of ships. In the 
 winter of 1916-17 there were over 20 ocean steam- 
 ers there at once. In the harbor construction the 
 type of separate piers was adopted. They were to 
 have railroad tracks and moveable cranes of 20 
 tons capacity. The southern one has been com- 
 pleted and is very substantially built. It has berth- 
 ing space for five to seven large steamers and a 
 capacity of about 3,500 tons a day. Vessels of the 
 deepest draft may be accommodated at any stage of 
 the tide. The pier has seven tracks leading to the 
 main line. The northern pier, shown on map No. 2, 
 is only partially completed. It could be finished 
 within a short time. (See illustration 21.) North 
 of the towTi, beyond the Green Cape, are yards 
 for explosives, with a branch rail line running there 
 and another uncompleted dock. Opposite the town, 
 on the western side of the inlet, is a pier where 
 water may be obtained. The trough, about 8 inches 
 in size, leads the length of the pier and carries 
 water from the hills to the end of the dock. It is 
 suitable for boiler and cleaning purposes but is not 
 recommended for drinking. At last reports (July, 
 1918) there were two water barges in the port; 
 one of them in commission and the other being 
 
 34884—18 3 
 
34 MURMANSK. 
 
 Miles. Versts. 
 
 fitted up. Each had a capacity of approximately 
 250 tons of water. Only small craft, drawing about 
 12 feet, can go alongside the water dock. It is 
 proposed to run pipe lines farther out into the 
 stream for the accommodation of larger vessels, 
 but no work has been done on this (July, 1918). 
 There are no dry docks, floating docks, etc., at this 
 port. There are many small craft stowed about 
 the harbor, most of which are badly in need of 
 repairs. Among them are 2 large dredges, 2 float- 
 ing cranes (perhaps 10 tons capacity), 5 pile 
 drivers, about 15 tugs of various types, 6 or 7 motor 
 boats of 30 to 40 feet, etc. (For type of crane, see 
 illustrauun 22.) 
 
 Repair shops. — Repair facilities are limited to 
 work which may be done on the repair ship Casania. 
 The ship contains a bench-work compartment, a 
 foundry, blacksmith shop, carpenter shop, machine 
 shop, and various tool rooms and supply and equip- 
 ment rooms. In the machine shop were observed 
 the following machines by actual count (July, 
 1918) : Ten lathes, capable of taking lengths of 
 about 12 to 14 feet ; 1 slotting machine, 1 planer, 
 2 milling machines, 1 gear cutter, 3 drilling presses, 
 1 wall planer, 1 center grinder, 2 emery wheels, 
 and 1 laying-off: table. The bench room was found 
 equipped with about 10 vises for small work. 
 In the foundry were two cupolas capable of 
 handling castings of approximately 600 pounds. 
 The blacksmith shop contained 7 small hand forges, 
 and just outside was a steam hammer, capable of 
 making forgings of possibly 1,000 pounds. The 
 carpenter shop was equipped with several work 
 benches and numerous small hand tools. The 
 
MURMANSK. 35 
 
 Versts. 
 
 workmen appear very skillful and capable of turn- 
 ing out first-class work. Practically the only shops 
 on shore where any repair work could be under- 
 taken are a few small blacksmith shops. One of 
 these was observed to contain a lathe, capable of 
 handling lengths of about 12 feet, a small drilling 
 machine, and a couple of hand forges, and a variety 
 of hand tools usually found in a shop of this 
 character. Others contained a small forge or two 
 with various hand tools. 
 
 Terminals. — :The station has a yard of sidetracks, 
 sidings near the depot and for storehouses, and a 
 water supply for locomotives. There is also ap- 
 proximately 1,500,000 square feet of open space 
 for cargoes unloaded from the steamers. There 
 are five or six tracks leading along the water 
 front and connecting with the piers. The round- 
 house is a temporary wooden building with a loco- 
 motive shop for small repairs. Water for the use 
 of locomotives is taken from artificial pools built 
 on the station grounds. At last reports there were 
 several hundred cars of all kinds lying idle on the 
 tracks, and usually from 20 to 30 engines. 
 
 Electric-light plant. — The plant is built on the 
 station grounds and contains a 120 k.w.a., 50-cycle, 
 220-volt, 3-phase, alternating-current generator, 
 driven by a 2-cylinder oil engine. A steam-driven 
 plant is being installed which will have a capacity 
 of 600 kw. 
 
 Lahor. — Most of the laborers are those who w^ere 
 sent here when the town was first started, to which 
 have been added soldiers and sailors since the revo- 
 lution. The employees are not inclined to w^ork, 
 with the exception of the railroad men. Wages 
 
36 MURMANSK. 
 
 Miles. Versts. 
 
 are very high compared with former conditions — 
 10 to 20 rubles a day instead of 2 or 3. All work 
 done is under orders of various committees with 
 the authority of the " Soviet." 
 
 Provisions mid supplies. — There is no business 
 section in the town, and at latest reports no shops 
 for public trade. Practically no provisions or sup- 
 plies can be obtained. Such supplies as exist are 
 under the control of the '* Soviet," and only issued 
 by it on signed permits. No grain or vegetables are * 
 produced in the vicinity, and what supply of food 
 is on hand was left over from the revolution. Sup- 
 plies for the allies are shipped by steamers. The 
 British steamer Nigeria has been converted into a 
 refrigerating ship and keeps a reserve supply of 
 meat and vegetables. The refrigerating plant has 
 a capacity of about 200 tons of meat. Two old 
 ships Katanga and Laureston are used as coal 
 hulks, and at last reports kept about 3,000 tons of 
 coal in reserve (July, 1918). 
 
 Comimunications. — There is not a single road 
 leading into the country from Murmansk. In 
 summer communication with Alexandrovsk is en- 
 tirely by water. In winter traveling is by rein- 
 deer. From March to October there is weekly com- 
 munication by steamer with Archangel, and in 
 winter a steamer runs once a month from Alexan- 
 drovsk to Vardo and the Murman coast settlements. 
 There is telegraph communication to Petrograd and 
 other places along the railroad line, and a wire- 
 less station near Alexandrovsk of low power and 
 little use. There is a wireless at Archangel on the 
 White Sea, and at Rovaniemi, Sodankyla, and 
 Enare, in Finland. Mail is irregular and entirely 
 
KOLA. 87 
 
 Miles. Versts. 
 
 dependent upon the arrival of steamers. Mail 
 to the interior of the country is by special courier 
 only. 
 4 Water. — It is proposed to carry water for the 
 
 use of the city from the lakes in the hills by 
 gravity. The pipes have not been laid, and at 
 present water for dwellings is procured from 
 wells only 5 to 10 feet deep. Water here as else- 
 where should be boiled for drinking. 
 
 Time. — The time originally was two hours ahead 
 of Greenwich time, but, beginning June 5, the 
 time w£is set ahead two hours further, making it 
 four hours ahead of Greenwich time. 
 
 On leaving the station of Murmansk the railroad 
 runs so close to the shore of the inlet that in some 
 places the embankment goes as far as the tide line 
 on the beach. It is protected with solid-stone dams. 
 There are a number of cuts in the soft soil, mostly 
 worked out with spades. The line follows the 
 curves of the inlet on the right-hand side, and on 
 the left the hills rise 200 to 300 feet from the 
 road. 
 6 9 Kola.— 
 
 Station. — ^The station has sidetracks for sorting 
 trains, and the construction of houses and barracks 
 for railroad employees has already been started. 
 It was planned at one time to have the main loco- 
 motive depots and machine shops here in the 
 future. There is a large flat on the east side of 
 the river available for this purpose. This is said 
 to be also suited for the landing of aeroplanes. 
 The valley is perhaps 1,250 feet wide. 
 
 Village of Kola is located on the opposite side 
 of the Kola River, near its junction with the 
 
38 KOLA. 
 
 Miles. Versts. 
 
 Tuloma River. It had a population of about 650 
 before the construction of the railroad, since when 
 it has increased. Transportation was by means 
 of dogs, there being only two horses in the village 
 when the railroad came. There is a large church 
 here. ( See illustration 23. ) 
 
 The railroad, after leaving Kola station, follows 
 close to the shore of the Kola River. (See illus- 
 trations 24 and 25. On the opposite shore lies 
 the Mountain Solevarka. The line cuts through 
 rock, and about 2 miles from the station of Kola 
 crosses the river on a bridge 245 feet in length, 
 and continues south on the west bank of the river. 
 The bridge is a temporary one, constructed on 
 wooden piles, with 30-foot spans of iron girders. 
 It was partly destroyed by high water in the spring 
 of 1917. The foundations for stone piers for a 
 permanent structure were ready when the revo- 
 lution stopped work. The line continues south in 
 the valley of the Kola, the hills rising 150 to 200 
 feet beside the line. All the way along they are 
 covered with stunted pine. The embankment at 
 times is so close to the water that it is saved from 
 destruction only by a stone abutment. At verst 
 23 the river is noted as being very rapid, with 
 heavy bowlders along bottom and sides. The valley 
 is exceedingly narrow. About 12 miles south of 
 Kola the river is 250 feet wide and not very rapid. 
 In 1917 ice froze 15 feet thick, which was much 
 thicker than usual. At verst 40 is a timber water 
 tank. 
 
 28 42 Loparskaya has three sidetracks, a double water 
 
 equipment, a few dwellings, and some barracks. 
 
 At about 55 versts the line crosses the river to 
 
 the east side, and for 31 miles passes by Lakes 
 
LOPARSKAYA TO OLEJNT-A. 39 
 
 Versts. 
 
 Murdozero and Kolozero. The country continues 
 about the same, valleys and hills covered with 
 timber, much burned in places. Timber on the 
 east side heavier than on the west. At verst 60 
 is a bridge 145 feet long. All sand along here, 
 and an excellent borrow pit. A mile farther much 
 disintegrated granite gravel appears. At verst 68 
 the line leaves the Kola River, w^hich at that point 
 is a very swift stream about 40 feet wide. The 
 valley is still very narrow and the mountains rise 
 rapidly on the west. The country is covered w^ith. 
 drift. 
 70 Pulozero. — Timber water tank. Country is 
 swampy or sand and gravel, with woods. (See 
 illustration 26.) 
 
 At verst 75 line crosses a lake on a long bridge 
 with rock crib piers and short timber spans. At 
 verst 90 road passes down a valley. 
 105 Olenya. — -Same type of station as Loparskaya. 
 The country has the same character as the Kola 
 River Valley — low^ hills covered with rare pine 
 trees. The' soil is of sand mixed with glacial 
 bowlders. The swamps are shallow. 
 
 The line next passes by Lake Imandra, which is 
 a very large lake with many islands, its outlet flow- 
 ing into the White Sea. It is 70 feet deep and very 
 stormy in autumn. The lake lies in the main 
 mountain range of the Kola Peninsula, known as 
 the Chibinsky Mountains, which rise about 3,600 
 feet on the east. The western are about 1,000 to 
 1,500 feet lower, growing higher as they trend 
 northwestward toward Norway. The Laplanders 
 camp on the Chibinsky highlands in summer with 
 their reindeer. The line passes at the foot of 
 
40 IMANDRA. 
 
 Miles. Versts. 
 
 these mountains, crossing many rivers which rise in 
 the glaciers above. The lower ridges of the moun- 
 tains are covered witli pine w^oods, but higher up 
 they are entirely bare. On the w^est toward the 
 lake the land is open and snow^ shields are neces- 
 sary to protect the line in winter. Not far from 
 Imandra the line crosses one of the bays of the 
 lake. There are some swamps along here, but 
 the country is mostly mountain debris and 
 cemented sand. At verst 111 there is a village on 
 the lake shore. At verst 120 it is all sand and 
 there is a borrow pit for hand shovels. At verst 
 133 another pole line comes in carrying four wires. 
 The railway line here has five wires. 
 91 137 Imandra. — The station has four tracks and a 
 
 double water equipment. Water station is just 
 south of depot. There are barracks for employees 
 and a timber roundhouse, with three stalls, ac- 
 commodating six locomotives. There is no town 
 and only the station buildings. Country is mostly 
 sand with some drift, and there are fewer marshes 
 than are found a little farther south. 
 
 The line continues near the shore of Lake Iman- 
 dra, cutting through ridges of the Chibinsky Moun- 
 tains. The mountains are described as " hanging 
 over " the lake, but with an intervening space of 
 1 to 2 miles. The railroad crosses them on a wide 
 pass at 809 feet elevation. The ground is mostly 
 sand with a base of solid rock. On the left hand 
 are fine spruce woods and on the right open coun- 
 try. At verst 144 is a timber bridge at a fill. 
 Verst 156, a sawmill and one siding on east and 
 one on left. Also a borrow pit. 
 
TIKOZERO TO NIVA. 41 
 
 Versta. 
 
 184 Tikozero. — The station has two tracks with dou- 
 ble water equipment and barracks for employees. 
 From this point the line leaves the lake, continues 
 southwest, winding between large swamps. The 
 country gradually changes into a flat plain, with 
 many large marshes, covered with small trees and 
 brush, but no woods. The line runs through this 
 country for about 20 miles and again touches the 
 shore of Lake Imandra, where the River Niva rises. 
 It crosses this river, on a bridge 875 feet long, 
 about 20 miles north of the village of Kandalaksha. 
 The bridge is constructed of low w^ooden supports 
 with 21-foot iron spans. A ballast pit is located 
 about one-half mile to the west at verst 219. A 
 timber water tank and two sidings, one on east 
 and one on west, are found at verst 220. At verst 
 227 there is one siding on the east of track, and 
 two timber water tanks on south bank of the Niva. 
 The banks of the river are high. (See illustration 
 27.) The timber is rather good, both in the valley 
 and on the mountains. There are four w^ires on 
 the east and five on the west along here. 
 
 230 Niva has three tracks and a water supply. A 
 branch line connects with the tiny village of Sa- 
 shiek on the shore of Lake Imandra, where piers 
 were constructed and used while the railway was 
 being built. 
 
 Leaving Niva the line starts on level, peaty 
 ground, but rises and follows the bank of the River 
 Niva as far as Kandalaksha. At first it runs 
 almost at water level and passes several lakes, 
 through w^hich the river flows, but the river be- 
 comes more rapid and near Kandalaksha flows in a 
 deep valley through woods. 
 
42 KANDALAKSHA. 
 
 Miles. Versts. 
 
 171 258 Kandalaksha. — This station is on elevated 
 
 ground and has five sidetracks and several houses 
 for officials. It is about 200 miles from Archangel, 
 across the White Sea, and there is good communi- 
 cation in winter over that sea when frozen. The 
 following routes lead into Finland : 1. Partly by 
 water and partly by trail to Allakurti, 60 miles 
 west. Thence to Sallatunturi (85 miles southwest 
 of Kandalaksha), and Kemtrisk, to Rovaniemi. 
 The road is good from Kemtrisk to Rovaniemi. 
 Rovaniemi is 190 miles west by south of Kanda- 
 laksha on one of the Finnish railways. 2. To Kuu- 
 samo, 125 miles southwest of Kandalaksha, by 
 trail, thence to Uleaborg on the Gulf of Bothnia by 
 a good road. 3. By lakes via Rugozaskaya, 55 
 miles southwest of Kandalaksha, and thence to 
 Uleaborg. (For these routes and the possibility 
 of German railway building, see introduction under 
 communications. ) 
 
 Kandalaksha Harbor. — This is a village of 
 about 100 houses, situated at the head of Kanda- 
 laksha Bay at the end of a branch line, 2 miles 
 from Kandalaksha. There are some good dwell- 
 ings for railroad officials. The town is situated on 
 the lake just where the River Niva empties into it. 
 The Niva is very swift and said to be a good sal- 
 mon stream. The hills rise on all sides. On one 
 of them, close to the village, stands an old church 
 with a belfry. The port has docking facilities, 
 even at low tide, for large. ships drawing 26 feet 
 of water. The pier has a track and crane, and the 
 harbor is provided with storehouses. Buildings 
 and barracks would house 2,000 men. There is 
 a main locomotive depot and locomotive shops in 
 a temporary wooden building. (See illustrations 
 
KANDALAKSHA TO ZHEMCHUZNAYA. 43 
 
 Versts. 
 
 28-30.) Building of permanent stone structure was 
 stopped by the revolution. The wooden engine shed 
 has two stalls and holds four engines. The depot 
 has running water, and the shops can make small 
 repairs ; 3 lathes, 1 wheel lathe, 2 shapers, and 3 
 presses w^ere reported there in August, 1917. 
 
 Leaving the station of Kandalaksha the line 
 runs along the western shore of the White Sea. It 
 crosses many mountain streams and gradually de- 
 scends until it reaches the level of the shore. It 
 crosses a gulf for about 2 miles on a long stone 
 dam, near which on the shore are barracks for 
 workmen and several storehouses. At one time 
 these barracks housed 3,000 people. The line con- 
 tinues along the southern, sandy shore of the gulf, 
 passing the small village of Fedosyevka. There 
 are houses and barracks for workmen here. The 
 line next runs through woods in which are many 
 small lakes among the rocky hills. There are many 
 curves. The country becomes more mountainous, 
 covered with forests and underbrush. Frequent 
 glimpses are had of Kandalaksha Bay on the left. 
 At verst 275 the line is in the hills. There is one 
 siding on the east here and a big sand pit. Poles 
 on west side of line carry four wires. The timber 
 is good, mostly Norway pine, jack pine, and some 
 good birch. From verst 284 all the way to Soroka 
 it is reported to be one continuous swamp in sum- 
 mer. At verst 286 track has one siding on the east, 
 and at verst 294 is a double timber water tank 
 across two tracks. The depot is high up on the 
 hill to the east. 
 
 Zhemchuznaya. — The station has three tracks 
 with a water supply and dwelling houses. 
 
44 KNYAZHAYA GXTBA TO KOVDA. 
 
 Miles. Versts. 
 
 The railroad continues near the shore until the 
 next station. 
 
 198 300 Knyazhaya Guba—Knyazhaya Guba Harbor.— 
 
 The harbor is located about 2f miles from the sta- 
 tion. At the end of the branch line there is a pier 
 with about 24 feet of water. The village is said to 
 contain 50 houses. Rails and other material were 
 unloaded here at the time of the construction of the 
 railroad. (See illustration 32.) 
 
 In the section between Knyazhaya Guba station 
 and Kovda the railroad passes near Lake Surjac, 
 the shore of which it follows until it crosses the two 
 rivers— the big and little Kovda— at about verst 
 330. These two rivers flow at a short distance 
 from each other and are the source for the whole 
 system of lakes extending as far as the White Sea. 
 The northern one has very heavy rapids. Both 
 are spanned by wooden bridges of a simple type of 
 construction. 
 
 218 330 Kovda. — The station has three tracks, water 
 
 supply, barracks, and houses for officials. The 
 water supply is a double one, consisting of two 
 pumping stations and two water towers. The 
 engine can be brought close to the water tower by 
 means of sidetracks and filled directly. It takes 
 about five to seven minutes to fill the tender. The 
 village (about 65 houses) lies on the east bank 
 of the Kovda River where it enters a gulf. It is 
 full of rapids here and about 200 yards wide. 
 There is a large sawmill here. 
 
 Beyond Kovda the line enters a more level coun- 
 try, still covered with woods. At verst 347 is a 
 siding on the east, and another on the east at verst i 
 353. • ' 
 
POLYABNI KRUG TO KERET. 45 
 
 Versts. 
 354 Polyarni Krug". — The station has a roundhouse 
 for 12 locomotives, extra sidings near the depot 
 and a wye. In August, 1917, it was reported that 
 there was a forge here. A good hospital is situated 
 on the edge of a slope. The other buildings, which 
 include houses and barracks, are higher up on the 
 mountain overlooking the station, and having a 
 fine view of the surrounding country. 
 
 The line now proceeds toward the western end of 
 Chupa Bay, which is 25 miles long and IJ miles 
 wide, with a fairway depth of 32 feet. At verst 
 366 is a very fair gravel pit one-fourth mile to the 
 east. 
 , 397 Chupa. — One siding on the east and one on the 
 west. Near the station are workmen's barracks, 
 which, together with the buildings at the port, 
 should house 2,000 men. The port is situated about 
 2 miles from the station at the end of a branch 
 line. The pier is laid with track and has a 20-ton 
 crane. It is 250 feet long, will provide for two 
 hatches, and has 24 feet of water on the north side. 
 Near by on the shore are storehouses for food, 
 grain, and other supplies, with cellars for preserv- 
 ing vegetables and ice houses for meat. There are 
 dw^ellings for officials and workmen and a hospital. 
 (See illustrations 33 and 34.) 
 
 From Chupa station the line runs south through 
 woods, crossing the river Keret. (See illustrations 
 35 and 36.) At verst 404 is a borrow pit of good 
 sand. 
 413 Keret. — The station has three sidings, with a 
 water supply and houses for officials. The village 
 of Keret (115 houses) lies in horseshoe form 
 around the shores of a gulf at the foot of a long 
 
46 KERET TO PONGOMA. 
 
 Miles. Versts. 
 
 rapids in a stream which empties there. It con- 
 tains a church, school, parish offices, and large 
 sawmills. The village is an old one. 
 
 From Keret the road passes over a level surface 
 of turf to Boyarskaya. 
 
 291 440 Boyarskaya. — The situation of the station is 
 
 elevated and sandy. There are three sidings with 
 water supply and houses. 
 
 For about 10 miles beyond the station the line 
 runs at some elevation through thick pine forests. 
 It then descends into a country with many marshes 
 which have a growth of low shrubs. Woods are 
 seen on the higher spots. The district is without 
 inhabitants. The line approaches Lake Engozero. 
 
 310 469 Engozero. — The station is located on flat, peaty 
 
 ground. It has four tracks, a double water equip- 
 ment, temporary depots, and locomotive shops for 
 small repairs. The wooden engine house has three 
 stalls for five locomotives. In August, 1917, it was 
 reported that the shop had 5 lathes, 2 presses, 5 
 forges, 2 shapers, 2 gap lathes, and 1 spring ham- 
 mer. 
 
 Bepond the station the line runs along level 
 ground between numerous marshes. 
 
 328 495 Sig". — The station has three tracks, a water sup- 
 
 ply, and houses for officials. 
 
 355 536 Pongoma. — The station has two tracks on the 
 
 east, buildings, and water tanks. It is connected 
 by a branch line with Pongoma Harbor, situated 
 on the Pongoma Bay. The bay is deep and navi- 
 gable, even at low tide, for ships drawing 24 feet. 
 The pier is available for large ships and is built 
 in a quiet place, well protected from winds and 
 rough sea. The village contains about 30 houses. 
 
PONGOMA TO KEM. 47 
 
 Miles. Versts. 
 
 After leaving Pongoma' station the line crosses a 
 deep marsh, one-half mile in length and more than 
 30 feet deep. This is the worst marsh in the 
 entire line, and it took six months, working da.v 
 and night, to haul the sand for the fill. The road 
 continues through level country and crosses the 
 river Letnaya. At verst 538 is a bridge with big 
 fills on each side. At verst 547 there is a siding 
 on the south. 
 362 .547 Lyetneryetskaya.— The station is located near 
 
 the river and is of the usual type. The village, 
 about 35 houses, is on the shore of the White Sea.' 
 From here to Kern the country is a continuous 
 marsh. The earth necessary for filling had to be 
 brought from 6J to 131 miles. The roadbed is now 
 practically secure for its entire length, and no 
 sinkings have been reported. 
 382 574 Kem.-The station is on the left bank of the 
 
 river Kem near the town of the same name It 
 has facilities for coal and water, the latter han- 
 dled by balanced buckets. On the other side of 
 the main track is a three-stall wooden engine shed 
 for six locomotives. It is badly open to the 
 weather. Just west of this house are several short 
 tracks, on one of which is a coal platform There 
 are also four or five other frame buildings on the 
 station grounds, including depot and storehouses 
 The yards are ample, with many sidetracks The 
 telegraph poles running north carry four wires 
 The hills here are long and from 50 to 100 feet 
 high. The town has a population of about 3 500 
 It IS the administrative and educational center of 
 the western White Sea coast region. The popu- 
 lation of the Kem district is about 50,000, about 
 
48 KEM DISTRICT. 
 
 Miles. Versts. 
 
 half of whom are Karelians. The town contains 
 postal and telegraph offices, the customs and fron- 
 tier offices, as well as the department of local ad- 
 ministration, a national school, a city school, as 
 well as others of inferior character, and many 
 stores. (See illustrations 38-41.) The famous 
 Solovetsky monastery, on the island of the same 
 name, is a few hours' sail in the White Sea. (See 
 illustration 42.) 
 
 It was reported (July 26, 1918) that the Ger- 
 mans had built a wagon road from Kem via Kianta 
 (Suomussalmi) to Kajana (head of one of the 
 Finnish railways). The route used before led by 
 river and lake about 100 miles west to Ukhta, from 
 which point there was a good road to Kianta 
 (about 55 miles west by south of Ukhta) via 
 Puolanka and Utajarvi to Uleaborg. There are 
 also houses for officials. 
 
 Kem Harbor, — Kem Harbor is on a branch line, 
 8 miles long, on the shore of the White Sea, near 
 the mouth of the Kem River. It is one of the best 
 natural harbors on the White Sea, well protected 
 by a range of islands. It remains unfrozen longer 
 than other bays. A new breakwater has been 
 built, with accommodations for large steamers and 
 with a depth of water from 28 to 32 feet. It is 
 supplied with tracks and a 20-ton crane. Work 
 was begun on additional wharves, but interrupted 
 by the revolution. There is a large sawmill here. 
 
 Beyond Kem station the line crosses the river 
 on a bridge 784 feet long. ( See illustrations 43 and 
 44. ) The current is very swift and the river is not 
 frozen in winter. About 8 miles upstream from 
 tWs bridge is a fapaous waterfall, " Pdoujensky/* 
 
KEM TO SOROKA. 49 
 
 es. Versts. 
 
 22 feet high. After crossing the river the line 
 passes through a roclv cut, and then for a long 
 distance over the marshes, whicli extend as far as 
 Soroka. The descent to the River Shouja, through 
 a deep cut, had to be worked out of the swamp, 
 which is a very unusual condition. This river is 
 spanned by a bridge 420 feet long. The line, which 
 is very crooked, continues along the bank of the 
 river until the next station is reached. There are 
 very large granite quarries in this section. The 
 timber is small and scarce. 
 
 Shuyeretskaya. — The station is on the opposite 
 side of the river from the village of the same name, 
 w^hich has about 170 houses, some of two or three 
 stories. The inhabitants are expert fishermen and 
 sail as far as Norway. (See illustration 45.) 
 
 Beyond the station the line often approaches the 
 shore of the White Sea, which is low and peaty. 
 About 6| miles before reaching the station of 
 Soroka it enters a region of large swamps, sur- 
 rounding on all sides the village of Sorvik. At 
 verst 598 there is one siding east and one w^est, on 
 a gravel ridge. Very little timber here. 
 630 Soroka.— 
 
 Description. — A large village of about 250 housen 
 on the shore of the AYliite Sea, at the mouth of the 
 Eiver Vig. (See illustration 46.) It has been 
 know^n in history since the twelfth century, and 
 its population is pure Russian from old Novgorod. 
 They are chiefly occupied in fishing and hunting. 
 The population in the Soroka district is very 
 sparse. The villages consist of only two or three 
 houses and are often from 10 to 20 miles apart. 
 Shipbuilding is carried on. There is a large saw- 
 84884—18 4 
 
50 SOKOKA. 
 
 Miles. Versts. 
 
 mill. The wood is mostly pine of good quality.. 
 In tlie winter the people cut timber and bring it to 
 the river banks, floating it down in summer to the 
 sawmills on the shore of the White Sea, or taking it 
 on sledges to the large sawmills at Lieksa, on the 
 Finnish Railway. The town is situated on a mossy 
 plain in the middle of rocky hills. Nearby there is 
 nothing but turf and stone, and the sand and earth 
 necessary for railway construction had to be 
 brought some distance from the south. 
 
 Station. — The station is large, with a main loco- 
 motive house, spacious warehouses, dwellings, and 
 barracks for the workmen, a hospital and dis- 
 pensary. There is a wye, the water tower being 
 located at its apex. The main depot is provided 
 with tracks and switches, warehouses, and loco- 
 motive shops for small repairs. In August, 1917, 
 the shop w^as reported to have three lathes, two 
 wheel lathes, one emery wheel, one press, eight 
 forges, one shaper, one gap lathe, and one spring 
 hammer. The lathes are run by moveable power 
 stations. There is electric light. The telegraph 
 poles carry five wires north. 
 
 Harbor and piers, — Soroka has a newly con- 
 structed pier 165 feet long, but the harbor is not 
 convenient, as excavation is not completed. (See 
 illustration 47.) About 7 miles north, at Ras- 
 Navolok (name of village and bay), there is also 
 a pier with deep water, taking steamers of 24-feet 
 draft. In July, 1918, this was reported as under 
 construction. Both this pier and the one at Soroka 
 have railway tracks. 
 
 Communications. — North : There is no road going 
 north for any wheeled vehicles. 
 
 East: To the east there is one very bad one 
 leading to the village of Suma, about 80 miles to 
 
ROADS FROM SOROKA. 51 
 
 Versts. 
 
 the southeast, aroiind the south shore of the White 
 Sea. From this point there are two roads, one 
 continuing east to tlie station Obozerskaya, on the 
 Archangel-Vologda Railroad. This road is very 
 bad and is impassable in summer. The trip takes 
 three days and horses may be obtained en route 
 in the villages. There is also communication in 
 the summer between Soroka and Archangel by 
 steamer. 
 
 South : The only road south is the very poor one 
 leading to Suma, whence a good one goes south to 
 Povenetz, on the north shore of Lake Onega, paral- 
 leling the railway on the east, w^hich it again joins 
 at Medvyezhya-Gora, west of Povenetz. 
 
 West : In summer the country to the west to- 
 ward the Finnish frontier is absolutely impassable. 
 It is possible in winter to go from Soroka to Lieksa 
 (a station on the Finnish Railroad running north 
 from Lake Ladoga ) . Travel is by sledge and takes 
 4J days and nights. Even in January the road 
 must be carefully chosen, as the water is apt to 
 be rising over the ice, which is weighted dowm 
 with snovr. There is a road part of the w^ay. The 
 villages usually consist of three or four houses 
 each, being 15 miles apart. There may be one 
 or two horses in each village. 
 
 From Soroka the railroad line continues south, 
 passing through swamps for 6 miles. The grade 
 then rises and the line approaches the river Vig, 
 following its left bank for about 50 miles. The 
 whole region is flat, with some vegetation in dry 
 places and small fir trees in the swamps. Near 
 the river Idel the swamps are particularly large. 
 The whole district for many miles is covered with 
 
52 SOROKA TO MASELSKAYA. 
 
 Miles. Versts. 
 
 water in spring, the railroad bed alone remaining 
 above the surface. The embankment is made of 
 stone and sand and is perfectly safe. The bridges 
 are wood. At verst 643 there is one siding on the 
 east and one on the west. 
 
 461 696 Parandovskoy e. — The line gives frequent 
 
 glimpses on the east of the river Vig and ap- 
 proaches the famous Nadvoitzky waterfalls, of 
 25,000 horsepower. The river Vig is deep but un- 
 suitable for navigation on account of many rapids. 
 The line next crosses the river Onda, a tributary of 
 the Vig, on a bridge of 5 spans, 70 feet each. (See 
 illustration 48.) The river Segezha, which con- 
 nects Lakes Viga and Sega, is crossed by a wooden 
 bridge of 6 spans, 70 feet each, about 74 miles 
 south of Soroka. Both of these bridges are always 
 guarded, as their destruction would mean long 
 interruption of travel. South of Onda the country 
 is covered with thick evergreen woods, which con- 
 tinue to Petrozavodsk. 
 
 475 732 Segezha.— 
 
 506 765 Urosozero. — For about 10 miles beyond verst 
 
 821 the country is sandy, covered with drift and 
 small granite bowlders. The vegetation is a low 
 growth of jack pine. 
 
 549 830 Maselskaya. — At this station the line crosses 
 
 the watershed between the Baltic and White Seas 
 at an elevation of 560 feet. The station has a 
 roundhouse, 3 sidings on the west, 2 timber water 
 tanks, a dwelling for officials, and barracks for 
 workingmen. (For general type of workmen's bar- 
 racks, see illustration 49.) In August, 1917, the 
 shop was said to contain 1 press, 1 bolt cutter, and 
 1 gap lathe. It is located on a sandy flat near 
 
MASELSKAYA TO KYAPESELGA. 53 
 
 Miles. Versts. 
 
 the lake. The siirrouncling country is wooded. A 
 branch line 2^ miles leads to Segozero Harbor. 
 
 Leaving Maselskaya the line runs into a country 
 of hills and rocks and descends to the left bank of 
 the river Kumsa, crossing the river on a bridge 
 150 feet long. (See illustration 50.) 
 558 843 Medvyezhya Gora. — The station has a round- 
 
 house and a branch to a dock on the lake, where 
 are facilities for unloading six barges at once. 
 There are cultivated fields and kitchen gardens in 
 the neighborhood, and barley, corn, potatoes, and 
 turnips are raised. The surrounding country is 
 more thickly settled than farther north, there be- 
 ing about 10 villages not far away. At 10 miles 
 to the .east is the town of Povenetz. 
 
 One of the possible lines of attack by the enemy 
 might be from Joonsu, on the Finnish Railway, 
 via Keskyarvi and Marussuri, across country to 
 the railroad line near this station. Good roads 
 lead from here to Povenetz and also north to the 
 White Sea at Suma. (See above, under Soroka.) 
 There is another good road running closely parallel 
 to the railroad to the next station, Petrozavodsk, 
 .7 where it divides. One branch runs southwest to 
 
 Olonetz, near Lake Ladoga, where it again divides, 
 one road running along the north shore to Sarda- 
 [ vala and the other along the south shore to Petro- 
 
 grad. The other road from Petrozavodsk runs 
 southeast around the south end of Lake Onega to 
 the Archangel- Vologda Railroad, which it reaches 
 at Plesetskaya. After leaving the station the line 
 climbs higher along the shore of Lake Onega, 
 passing through forests. At verst 850 there is a 
 siding on the east. 
 
54 KYAPESELGA TO SUNA. 
 
 Miles. Versts. 
 
 576 870 Kyapeselga. — There are two wooden w^ater sta- 
 
 tions here. The road now descends with numer- 
 ous curves among rocky hills and mountain ridges 
 to the siiore at Kondopoga Harbor. The country 
 abounds in glacial bowlders, weighing from 1 to 
 12 tons. 
 
 Lizhma. — 
 
 Kivach. — At verst 878 there is one siding on the 
 east, at verst 898 one on the east and one on the 
 west ; also, at the latter point, two timber water 
 tanks with direct-acting pumps. At verst 902 the 
 line crosses a swift-running stream. At the south 
 end of the bridge is a timber water tank. At 
 verst 905 there is a siding on the east. The country 
 here is hilly. At verst 912 is another siding on 
 the east and a little village of 20 houses on a 
 small pond. The country begins to grow flatter, 
 with sandy clay soil and swamps. 
 614 927 Kondopoga. — A branch line, 1 mile long, runs to 
 
 the pier at the water front. The dock is suitable 
 for sea steamers and barges. 
 
 From this station south the country is more flat 
 and more thickly populated. Timber is white birch 
 and spruce. At verst 931 is one siding on the east. 
 Some big Norway pine here and gray birch. A 
 little farther on (verst 935) the country is reported 
 brushy, Verst 938, one siding east; verst 945, one 
 on east and two timber water tanks ; versts 946 and 
 953, one siding east ; verst 964, one on east and one 
 on west. 
 
 Suna. — The line crosses the River Suna on a 
 wooden bridge, near w^hich the water never 
 freezes on account of the swiftness of the current. 
 Eighteen, miles upstream is the famous waterfall 
 
SUNA TO PETROZAVODSK. 55 
 
 Versts. 
 
 " Kivacli," the largest in northern Russia. Pre- 
 liminary work on a factory for explosives was 
 started there, material being gathered and the 
 main building begun, when work was stopi3ed. 
 South of the river the country becomes more open, 
 with less woods and many cultivated fields. 
 964 Shuiski. — The River Shuya is crossed on a 
 wooden bridge 336 feet long. The current is slug- 
 gish and the river freezes in winter. Near the 
 bridge on the shore of the river is located the big 
 village of Shuiski. The chief occupations of the 
 inhabitants are agriculture, cattle herding, and 
 fishing. Just after leaving Shuiski the line, for 
 about 2 miles, passes a big hay marsh on the east. 
 From here to Petrozavodsk the country is flat, v\'ith 
 no woods. The population all along the section from 
 Medvyeizhi-Gora to Petrozavodsk is Russian or 
 Russianized Karelian. They are a prosperous and 
 enterprising commercial people. 
 986 Petrozavodsk. — 
 
 Station and equipment. — The head office of the 
 Murman Railway is at this place, with operat- 
 ing control of the whole line from Murmansk to 
 Zvanka. The station has a 70-foot turntable and 
 a system, of extra tracks, with tracks leading to 
 the locomotive house and warehouses. The former 
 Is built of reinforced concrete and is well equipped 
 and electric lighted. It has 8 stalls and will house 
 at least 20 engines. Near it is the largest and best 
 equipped locomotive shop on the line. In August, 
 1917, the shop was reported to have 5 lathes, 1 
 VN^heel lathe, 2 presses, 1 miller, and 4 forges. The 
 power is supplied by a 30 horsepower locomobile 
 (Marshall, Gainsboro — English, No. 10258). It was 
 
66 PETHOZAVODSK. 
 
 Miles. Versts. 
 
 intended to build a central locomotive shop here 
 for big repairs for the whole line, and the whole 
 shop, with full equipment, lathes, and powder sta- 
 tion, was bought and is reported ready in England, 
 but has not been shipped. This shop would be 
 necessary for working the line, as the distance is 
 so great to any other. If, during the war, Petro- 
 zavodsk should not be a suitable location for the 
 plant, it could be erected at Murmansk. During 
 the transportation period of 1916-17 the shop at 
 Vologda was used (one of the largest and best in 
 Russia). The w^ater supply is from Lake Onega, 
 the water being piped to the dep'ot and track cocks. 
 The water tower has a tank and is fed by two 6-inch 
 mains from station on the lake shore. The pump- 
 ing station has two Russian pumps worked by a 
 belt drive from two Swedish oil engines. There are 
 buildings for a doctor's dwelling, hospital, and bar- 
 racks for workmen, including dining halls, kitchen, 
 baths, and laundries, with special room for disin- 
 fecting clothes with steam and formaline. There 
 are also houses for about 80 officials. About 2,000 
 workmen can be cared for. The other operating 
 officials live in the town. 
 
 Toivn of Petrozavodsk. — It is located about li 
 miles from the railway, on the elevated shore of 
 Lake Onega. It was founded in 1703 and is the 
 capital of the Government of Olonetz. It has a 
 population of about 35,000, and 12 factories with 
 an annual outpu* of 2,000,000 rubles, among them a 
 munition plant, where shells were made during the 
 war. The streets are fairly wide and paved with 
 cobblestones. The principal ones seem to be the 
 Sobornaya, which ascends from the harbor to the 
 
ROUTES FROM PETROZAVODSK. 57 
 
 Versts, 
 
 town, and the Marinskaya. There Is a good-sized 
 park. 
 
 Supplies. — Some agricultural products are raised 
 locally by the peasants in small fields, but flour, 
 grain, barley, and other products are imported 
 from Ribinsk on the Volga, or Petrograd by the 
 water route. 
 
 Horses.—Uorses are easily obtainable in this 
 district. There is a natural hay which grows in 
 places where the river overflows, and this is cut 
 and stored by the peasants during the summer. 
 Communications. — 
 
 1. Roads: There is, first, a good one leading 
 north, parallel to the railroad to Medvyeizhi Gora, 
 and Suma (about 30 miles southeast of Soroka, on 
 the White Sea) ; a second one running southwest 
 to Olonetz, where it divides, one branch following 
 the north shore of Lake Ladoga, to Sardaval ; and 
 the other the south shore to Petrograd, with a short 
 branch road running to Lodeinoye Polye, on the 
 railway line. A third road runs southeast around 
 the southern end of Lake Onega and connects with 
 Archangel- Vologda Railway at Plesetzkaya. 
 
 2. Water routes : These routes are only open in 
 summer. 
 
 (a) Route to Petrograd: Steamer connection to 
 Petrograd under normal conditions takes 35 hours 
 going west and 45 hours east. The route is from 
 the Bay of Petrozavodsk to Voznesenie at the be- 
 ginning of the Onega Canal (6 to 8 hours), thence 
 along the Zvir River past Gag-Rutchei, Myatusovo, 
 Vazhini, Lodeinoye Polye to Sermaks, where the 
 Zvir enters Lake Ladoga (133 miles from Vozne- 
 senie). In midsummer the river is obstructed in 
 
58 PETROZAVODSK TO TOKARI. 
 
 Miles. Versts. 
 
 places by rapids. At Sermaks the boat enters Lake 
 Ladoga, and a canal (along the south shore of the 
 lake) leads to Schliisselburg. From there the boat 
 follows the river Neva to Petrograd. 
 
 (b) Route to Rybinsk: Route is through Lake 
 Onega to Voznesenie, and thence by the Marinsky 
 Canals and River Sheksna to Rybinsk on the Volga 
 (440 miles). 
 
 (c) Route to Vologda: Route is through Lake 
 Onego to Voznesenie and the canal system of the 
 Grand Duke of Wlirtemburg (295 miles). 
 
 There is thus water communication with Petro- 
 grad on the west and with all the towns along the 
 northern Dvina and Volga on the east. Naviga- 
 tion on Lake Onega is open from May until Octo- 
 ber, inclusive. 
 
 At verst 987 is one siding on the east and one on 
 the west; also one on the west at verst 997. At 
 this point there is much glacial drift and a big 
 sand pit. There is a siding east and one west at 
 versts 1007 and 1017, respectively. 
 
 675 1,020 Pyazheva Selg'a.— Eight wires are reported go- 
 ing north at verst 1024. There is also one siding 
 on the east and one on the west here. 
 
 682 1,033 Ladva.— 
 
 697 1,053 Tokari.— A big sand pit about one-fourth mile 
 to the east. At verst 1059, large water tank and 
 two sidings on east. Hillsides on the east are 
 cultivated. Verst 1068, swamps and low hills. 
 Timber is rather thin, mostly pine and some white 
 birch. Verst 1072, high ground to the west, per- 
 haps 100 feet at one-half mile away. Verst 1073, 
 two sidings on west. Timber water supply, with 
 small pipe from spring. Not good in winter. Bor- 
 
TOKARI TO LODEINOYE POLYE. 59 
 
 Versts. 
 
 row pit of sand. Verst 1082, one siding on east. 
 There is a timber bridge here, with water barrels 
 at one end. Country is clayey. Yerst 1085, coun- 
 try sandy clay with jack pine and small white 
 birch. 
 1,086 Zvir.— It would be possible to move German 
 troops from Finland to the Murman Railway at 
 this point by boat from the Finnish port of Sar- 
 daval on the north shore of Lake Ladoga. Pos- 
 session of the Zvir River would give the enemy 
 control of the southern end of the railway and 
 also of the wagon road from Lodeinoye Polye to 
 the Archangel- Vologda Railway. (See Lodeinoye 
 Polye under Communications.) It has been re- 
 ported that barges and motor boats were being 
 collected at Sardaval and at Kexholm, another 
 Finnish port on the western shore of the lake. 
 The village is on the water route from Petroza- 
 vodsk to Petrograd. (See Petrozavodsk.) 
 
 At verst 1087 are three sidings on west. Verst. 
 1093, line crosses the Zvir River; borrow pit 
 about halfway down the hill. Some cultivation in 
 surrounding country. Verst 1095, one siding on 
 west. Verst 1096, line goes over the pass. River 
 Zvir seen to the north. Country going down to 
 the river is all clay. Some very heavy clay cuts 
 on this section with a good deal of glacial drift. 
 Verst 1100, country grows more sandy, with less 
 timber. Verst 1103, one siding on west and a tim- 
 ber water tank. Several small farms to the east. 
 Verst 1113, much lower country toward the east. 
 Timber is pine with a few white birch. Verst 1115, 
 one siding on west; country is somewhat peaty, 
 with sandy knolls. 
 
60 LODEINOYE POLYE. 
 
 Miles. Versts. 
 
 745 1,126 Lodeinoye Polye. — 
 
 Town. — Population estimated at 10,000. The 
 town is about one-half mile from the station and 
 100 feet lower, on level ground by the River Zvir. 
 The surrounding country is Hat and low, covered 
 with small pine and birch. 
 
 Station. — The station has a carpenter shop of 
 wood, 30 by 60. Main engine house is of rein- 
 forced concrete and has a turntable and eight 
 stalls. There is a second wooden one of two stalls 
 for three engines each. The back shop is concrete. 
 There are also a blacksmith shop, joiner shop, 
 sheet-iron working and wooden car repair shop. In 
 August, 1917, there were reported 5 lathes, 1 wheel 
 lathe, 4 presses, 1 miller, 2 shapers, 2 bolt cutters, 
 3 gap lathes, 2 planers, and 5 forges. Opposite the 
 station is a convenient space of open ground about 
 700 by 250 yards. 
 
 Communication. — Roads lead in three directions 
 1. There is a good one running east via Vytegra to 
 Plesetskaya on the Archangel- Vologda line. Horses 
 are obtainable and automobiles can be used. 2. A 
 good road runs northwest to Olonetz and the shore 
 of Lake Ladoga, which it follows to Sardavala. A 
 branch runs north to Petrozavdsk. 3. A good road 
 runs southwest, south of Lake Ladoga, to Petro- 
 grad. 
 
 After leaving Lodeinoye Polye the country is 
 sandy with jack pine, or clayey with peat swamps. 
 At verst 1146 is a small steel bridge. Verst 1152, 
 country is all sand with jack pine. Verst 1154, one 
 siding on w^est. At verst 1163 the country is fiat 
 and low with very little timber. A large monastery 
 is located at verst 1165, about one-eighth of a mile 
 
 J 
 
PAZHA TO VOIBOKALA. 61 
 
 Miles. Versts. 
 
 west of railway, on the river bank. Verst 1166, 
 
 country still sandy with jack pine; one siding on 
 
 east and one on west. About one-half mile before 
 
 reaching Pazha line crosses a slough on a steel 
 
 bridge. 
 
 777 1,174 Pasha. — This is a village of about 12 houses. 
 
 The station has two sidings, water supply, and 
 
 cranes. The country is very flat and mainly sandy 
 
 clay. Verst 1196, one siding on west. Country 
 
 ; growing lower and still less timber. A small town 
 
 to the west. The line crosses the Pasha River 
 
 on a steel bridge of three spans. The valley is 
 
 all sand, with jack pine, 
 
 ^02 1,212 Kolchanovo. — One siding on west. Along this 
 
 part of the line right-of-way fences have been 
 
 put up, apparently by the farmers. Verst 1220, 
 
 soil is clay of light red color. Some cleared land 
 
 J, is planted with grain. There is a steel bridge 
 
 I . over the river. Verst 1221, one siding on east, one 
 
 I on west. Country is mostly level, especially 
 
 ^ toward the ^vest. Verst 1236, country very low 
 
 ^ and wet. Soil is peaty. Timber, white birch and 
 
 small pine. The line crosses the River Volkhov 
 
 just before reaching Zvanka. 
 
 1,237 Zvanka. — The line here joins the Vologda-Petro- 
 
 grad line, running v/est from Siberia. A branch 
 
 line of 8 miles runs to Gastinapolyl, a harbor on 
 
 the Volkhov River. There is a new turntable 
 
 here, a 12-stall brick locomotive house, and a shop 
 
 with a fine set of tools. The building was 30 by 
 
 60, and in August. 1917, an addition 30 by 30 feet 
 
 was being built. There are 11 tracks on south and 
 
 2 on north. 
 
 1,278 Voibokala. 
 
62 NAZIYA TO PETHOGRAD. 
 
 Miles. 
 
 Versts. 
 
 
 861 
 
 1,300 
 
 ITaziya. 
 
 873 
 
 1,318 
 
 Mga. 
 
 887 
 
 1,340 
 
 Sapernaya. 
 
 894 
 
 1,350 
 
 Rybatskoye, 
 Obukhovo. 
 
 905 
 
 1,364 
 
 Petrograd. 
 
THE RUSSIAN ALPHABET. 
 
 Russian 
 letters. 
 
 English 
 
 equivalents 
 
 used in this volume. 
 
 Russian 
 letters. 
 
 English 
 equivalents 
 used in this volume 
 
 1. A 
 
 a 
 
 A 
 
 a. 
 
 19. 
 
 C 
 
 c 
 
 ,S 8. 
 
 2. B 
 
 6 
 
 B 
 
 b. 
 
 20. 
 
 T 
 
 T 
 
 T t. 
 
 3. B 
 
 B 
 
 V 
 
 V. 
 
 21. 
 
 y 
 
 y 
 
 U u. 
 
 4. r 
 
 r 
 
 G 
 
 g- 
 
 22. 
 
 <D 
 
 $ 
 
 Ph ph, F f. 
 
 5. JI, 
 
 A 
 
 D 
 
 d. 
 
 23. 
 
 X 
 
 X 
 
 Kh kh. 
 
 6. E 
 
 e 
 
 E 
 
 e, Ye, ye. 
 
 24. 
 
 n 
 
 ^ 
 
 Ts ts. 
 
 [ 7. 7K 
 
 K 
 
 Zh 
 
 zh. 
 
 25. 
 
 ^ 
 
 ^ 
 
 Ch ch. 
 
 8. 3 
 
 3 
 
 Z 
 
 z. 
 
 26. 
 
 m 
 
 m 
 
 Sh sh. 
 
 i 9. H 
 
 H 
 
 I 
 
 i. 
 
 27. 
 
 ni 
 
 ni; 
 
 Shell shch. 
 
 10. I 
 
 i 
 
 I 
 
 i. 
 
 28. 
 
 Tb 
 
 T> 
 
 (hard sign). 
 
 11. H 
 
 H 
 
 I 
 
 i. 
 
 29. 
 
 LI 
 
 BI 
 
 Y y. 
 
 12. K 
 
 K 
 
 K 
 
 k. 
 
 30. 
 
 h 
 
 I> 
 
 (soft sign). 
 
 |13. JI 
 
 JI 
 
 L 
 
 1. 
 
 31. 
 
 ^ 
 
 •]^ 
 
 Ye ye. 
 
 il4. M 
 
 M 
 
 M 
 
 m. 
 
 32. 
 
 3 
 
 3 
 
 E e. 
 
 tL5. H 
 
 H 
 
 N 
 
 n. 
 
 33. 
 
 K) 
 
 K) 
 
 Yu yu. 
 
 16. 
 
 
 
 
 
 0. 
 
 34. 
 
 a 
 
 H 
 
 Ya ya. 
 
 !i7. n 
 
 n 
 
 P 
 
 P- 
 
 35. 
 
 e 
 
 e 
 
 Th th, F f. 
 
 ,18. P 
 
 P 
 
 R 
 
 r. 
 
 
 
 
 
 Pronunciation. 
 
 Russian is practically a phonetic 
 as it is written. 
 J Vowels. — There are two sets of 
 jhaving 5 letters: 
 
 language ; it is pronounced almost 
 similar vowels in Russian, each 
 
 (1) a, 9, i, o, y, pronounced (as in Italian), 
 ah, eh, ee, o, oo. 
 
 (2) The same five sounds preceded by y: a, e, n, e, lo. 
 
 pronounced yah, yeh, yee, yo, yu. 
 
 63* 
 
64 RUSSIAN ALPHABET. 
 
 The two dots over e (pronounced yo) are generally omitted in 
 printing Russian. Therefore the occurrence of the sound ''yo" can 
 only be learned by ear, as in Cherno-zyom, ''black earth"; Beryoza, 
 "birch"; Semyonov. 
 
 In addition to these 10 vowels there are certain others: 
 
 (a) ^ (called yat) is also pronounced yeh. 
 
 (6) i>i, pronounced something like a very short uh -ee, has no 
 equivalent in English. It is transliterated y. 
 
 (c) fi[ has the sound of a short i, something like ih. 
 
 There are no diphthongs in Russian; each vowel is sounded sepa- 
 rately. Thus Naumovka is pronounced Nah-oomovka; Troitski 
 is pronounced Tro-itski; Bolshoi is pronounced Bolsho-i. 
 
 Consonants. — Russian largely borrowed its alphabet from Greek. 
 In modern Greek, the second letter, "beta," has become "veta,'* 
 with the sound of v. Russian has preserved both sounds; therefore 
 b and v, pronounced as in English, stand together as second and 
 third in the Russian alphabet. 
 
 r and /^ (g and d) follow, taken in that order from Greek; g is 
 always hard, as in go (see exception 2, below). 
 
 3K has the sound of "je'^ or "ge^^ in French, or of ''si'' in English 
 words like "occasion," ''persuas^on." 
 
 3, K, ji, M, H, n, p, c, T have the sounds of 
 
 z, k, 1, m, n, p, r, s, t in English. 
 
 $ Like an English "f " or ''ph." 
 
 e (a child counts "one, two, free.'' A Russian, taking words 
 containing "theta" (th) from Greek, does the same) — 
 Theophanes becomes, in Russian, Feofan. 
 
 X a guttural h, like ch in the Scotch loch. 
 
 ^ "ts," as in "its." 
 
 ^ "ch," as in "church." 
 
 ui "sh, " as in "wish." 
 
 in; ' ' sh-ch , " as in " British church . ' ' 
 
 i> (hard sign, formerly o) hardens the consonant after which 
 it is placed; thus -ov with the hard sign, at the end of a 
 name, has the sound "-off." 
 
RUSSIAN ALPHABET. 65 
 
 B (soft sign, formerly e) after a consonant, has something the 
 
 sound of y; its true effect can only be learned by ear. 
 Exceptions. — There are very few exceptions to the normal sounds 
 of the Russian letters; two should, be noted: 
 
 (1) Unaccented (unstressed) '^o'^ has the sound of a very short 
 ''a"; thus Dostoyevski is pronounced Dastayevski; Tolstoi 
 is pronounced Taistoi. 
 
 (2) In the genitive singular, masculine and neuter, of pronouns 
 and adjectives, aro, ero, oro, the g is pronounced as a ''v" — avo, 
 yevo, ovo. 
 
 Accent or stress. — In French the accent or stress generally 
 falls on the last syllable; in Italian, on the syllable before the 
 last (penult). In Russian tlier^ is no general rule. The accent, 
 or stress, is, therefore, a main difficulty in Russian. As it is not 
 marked in Russian printing, it can only be learned by ear. In 
 the lists of place names in this book the syllable accented or 
 stressed is marked \yith a grave accent ( ). 
 
 Division of syllables.— In English, the syllable generally ends 
 with a consonant ; thus the syllables of the \vord " generosity " 
 are gen-er-os-it-y. 
 
 In French, on the contrary, the syllable generally ends with a 
 vowel ; thus the syllables of the word " generosite " are ge-n^- 
 ro-si-te. 
 
 Failure to observe this rule is a distinctive mark of *' English- 
 French " and "American-French." 
 
 Russian divides the syllables like French, not like English. 
 Thus the syllables of Yekaterinoslav are Ye-ka-te-ri-no-slav. 
 
 Once the simple, normal sounds of the letters are learned, 
 attention to the correct division of the syllables w^ill do more 
 than any one thing to make pronunciation correct and there- 
 fore intelligible. 
 
 Transliteration. 
 
 Foreign names should be restored, not retransliterated. Thus: 
 New York, not Nyu lork ; John, not Dzhon. 
 
 84884—18 5 
 
66 RUSSIAN ALPHABET. 
 
 1. For B write Ye at the beginning of words and after a 
 vowel and the soft sign ; thus write Yenisei, not Enisei ; 
 Tsarskoye, not Tsarskoe. 
 
 2. For Dzh, w^rite J, as in Jankoi. Jalinda. 
 
 3. Use Ph in w"ell-lvno\Yn names derived from Greek, as 
 Philipovskoe. 
 
 4. Use Th in well-l^nown names derived from Greel^, as Theo- 
 dosia, pronounced Feodosia. 
 
VOCABULARY. 
 
 
 
 s 
 
 O 
 
 
 
 H 
 
 O « 
 P. 
 
 o 
 
 ci o 
 
 ft 
 
 O 
 tp ^ 
 H 
 
 ci o tP 
 " o 
 
 
 ^^^ 
 
 I 
 ui 
 
 w 
 
 I 
 
 O 
 
 o 
 
 
 c^ !> 
 
 ^^ ^ 
 
 I C9 
 
 ? >> 
 
 T? o 
 •S ^ -S 
 
 f-l >H O 
 
 .^ j:^ ^ 
 
 o 
 p. 
 
 
 
 o 
 
 c^- 
 
 
 ^ 
 
 § 
 
 
 
 a 
 
 o 
 
 ft 
 
 o 
 
 
 
 o 
 
 O) 
 
 H 
 
 M 
 
 t^ 
 
 i 
 
 g 
 
 ^ 
 
 :s5 
 
 o 
 
 tp 
 
 K 
 
 ft 
 
 w 
 
 o 
 
 o 
 
 fT^ 
 
 n^w 
 
 o 
 o 
 
 be 
 
 ?-( 
 
 6 
 
 (5 cd 
 
 o S 
 
 o 
 B 
 
 tp 
 ^ 2 
 
 tP H 
 
 tP 
 
 ft 
 
 kP 
 
 CO 
 
 >^ 
 
 o 
 H^. 
 
 tP o 
 
 H H 
 K ^ 
 
 O ^ 
 
 67 
 
 o 
 tP 
 
 kP P3 
 
 ftvt^ 
 
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STAITDARDS OF MEASTJEE. 
 
 EUSSIAN MONEY. 
 
 Under the old regime the gold ruble was equivalent to $.5146, 
 and the usual rate of exchange was about $.51. During the 
 revolution gold and silver disappeared entirely from circulation 
 in Russia, even copper coins became very rare, and paper money 
 declined greatly in value. In the summer of 1918 the ruble had 
 an exchange value of only about $.09. The paper rubles issued 
 by the governments of Kerensky and Lenine were quoted at 
 about $.07 in some localities and were steadily declining. 
 Normally the Russian coins and their values are as follows : 
 
 The imperial, gold $7. 72 
 
 The 10-ruble piece 5. 14 
 
 The half imperial 3, sq 
 
 The 5-ruble piece 2. 57 
 
 1-ruble piece, silver . 51 
 
 Half-ruble piece, silver .25 
 
 Quarter-ruble piece, silver .13 
 
 20-copeck piece . 1q 
 
 15-copeck piece . q7 
 
 10-copeck piece . 05 
 
 THE OLD RUSSIAN CALENDAR. 
 
 Until January 1, 1918, in all parts of Siberia and in Russia, 
 except Finland, the Julian calendar, established by Julius Caesar 
 in 46 B. C, remained in force. This reckoning was 13 days 
 behind the rest of Europe, which long ago adopted the Gregorian 
 calendar. Thus, January 1 in Russia was really January 14. 
 In many cases when Russians wrote dates they wrote both the 
 Julian and the Gregorian date; for example, July 1/14, 1918. 
 When dates in English publications are given according to the 
 Julian calendar, the letters O. S. (old style) are appended. In 
 
 I 
 
WEIGHTS AND MEASURES. 
 
 85 
 
 'Russia there are manj' church holidays, which average about 
 two clays to the week. 
 
 CONVERSION OF VERSTS TO lEILES. 
 
 [One verst=0.663 mile.] 
 
 No. of 
 
 versts. 
 
 0.0 
 
 0.1 
 
 0.2 
 
 0.3 
 
 0.4 
 
 0.5 
 
 0.6 
 
 0.7 
 
 0.8 
 
 0.9 
 
 
 
 0.0 
 
 0.066 
 
 0.133 
 
 0.199 
 
 0.265 
 
 0.332 
 
 0.398 
 
 0.464 
 
 0.530 
 
 0.597 
 
 1.0.. 
 
 0. 6t 3 
 
 0.729 
 
 0.796 
 
 0.862 
 
 0.928 
 
 0.995 
 
 1.061 
 
 1.127 
 
 1.193 
 
 1.260 
 
 20.. 
 
 1.326 
 
 1.392 
 
 1.459 
 
 1.525 
 
 1.591 
 
 1.658 
 
 1.724 
 
 1.790 
 
 1.356 
 
 1.923 
 
 3 0-- 
 
 1.989 
 
 2.055 
 
 2.122 
 
 2.188 
 
 2.254 
 
 2.321 
 
 2.387 
 
 2.453 
 
 2.520 
 
 2.586 
 
 4.0-- 
 
 2.652 
 
 2.718 
 
 2.785 
 
 2.351 
 
 2.917 
 
 2.984 
 
 3.050 
 
 3.116 
 
 3.182 
 
 3.249 
 
 5.0-. 
 
 3 315 
 
 3.381 
 
 3.448 
 
 3.514 
 
 3.580 
 
 3.647 
 
 3.713 
 
 3.779 
 
 3.845 
 
 3.922 
 
 6.0. . 
 
 3.978 
 
 4 044' 
 
 4.111 
 
 4.177 
 
 4.243 
 
 4.310 
 
 4.376 
 
 4.442 
 
 4.508 
 
 4.575 
 
 7 0.. 
 
 4.641 
 
 4.707 
 
 4.774 
 
 4.840 
 
 4.906 
 
 4.973 
 
 5.039 
 
 5.105 
 
 5.171 
 
 5.238 
 
 8 0.. 5 304 
 
 5 370 
 
 5.437 
 
 5.503 
 
 5. 569 
 
 5. 636 
 
 5.702 
 
 5.768 
 
 5.834 
 
 5.901 
 
 9.0. . 5.967 
 
 6.033 
 
 6.100 
 
 6.106 
 
 6.232 
 
 6. 299 
 
 6.365 
 
 6.431 
 
 6.497 
 
 6.564 
 
 Explanation. — In this table the left-hand column shows the 
 number of versts in units, while the top line shows tenths of 
 versts. The other columns show equivalents in miles. For in- 
 stance, 8.6 versts equal 5.702 miles. With a little practice the 
 conversion from miles to versts or versts to miles can be made 
 with great rapidity. 
 
 Example No. 1 — Vei^sts into miles. — To convert 257 versts into 
 miles : 
 
 At the point where the line marked 2.0 on the left intersects 
 the column marked 0.5 at the top the figure 1.658 is found. This 
 means that 2.5 versts equal 1.658 miles or that 250 miles equal 
 165.8 versts. Since seven more versts must now be added, we 
 find the intersection of the line marked 7.0 and of the column 
 
S^ WEIGHTS AND MEASUBES. 
 
 marked 0.0. There 4.641 miles appear as the equivalent of 7 
 versts. Hence 257 versts equal 165.8 miles plus 4.6 miles or 
 170.4 miles. ' 
 
 Example No. 2~Miles into versts.~To convert 487 miles into 
 versts: ^ 
 
 In the figures denoting miles find the number nearest 487|i 
 disregarding the decimal point. This is 4.840 at the intersec- 
 tion of the line marked 7.0 and of the column marked 0.3. This 
 means that 484 miles are equivalent to 730 versts. Since three 
 more miles are needed to make 487, we find the number nearest 
 to 3 among the mileage figures. This is 2.984 at the intersection 
 of the line marked 4.0 and the column marked 0.5. This means 
 that 2.984 miles, which are practically three miles, are equiva- 
 lent of 4.5 versts. Therefore, 487 miles equals 730 versts plus 
 4.5, or 734.5 versts. 
 
 EXPLANATION OF CONVERSION TABLES. 
 
 In the following tables the column headed 1 shows how many 
 units of the kind named second in each line are equivalent to 
 one unit of the kind named first. 
 
 For example, in Table A an inch is equal to 1.1905 sotkas. 
 The next column shows that 2 inches are equal to 2.3809 sotkas, 
 while the column marked 9 shows that 9 inches are equal to 
 10.7143 sotkas. In similar fashion, 1 mile equals 1.50857 versts 
 and 6 miles equals 9.05412 versts. 
 
 Suppose that we want to convert 962 miles into versts. We 
 find in the table that 9 miles equals 13.5771 versts; 6 miles 
 equals 9.05412 versts ; 2 miles equals 3.01714 versts. 
 
 Therefore — 
 
 900 miles equals 1,357.71 versts. 
 
 60 miles equals 90.5412 versts. 
 
 2 miles equals 3.01714 versts. 
 
 962 miles equals 1,451.268 versts. 
 
WEIGHTS AND MEASURES. 87 
 
 For reference purposes the following table of metric measures 
 is added: 
 
 1 meter (m.)=100 centimeters (c. m.) =1,000 millimeters 
 
 (m. m.). 
 1 kilometer (liil.) =1,000 meters. 
 Weight: 
 
 1 gram =100 c(mti grams. 
 1 kilogram =1,000 grams. 
 1 metric ton =1.000 kilograms. 
 Diy or liquid measures: 
 
 1 liter=100 centiliters=l,000 milliliters. 
 1 hectoliter=100 liters. 
 
88 
 
 
 P2 
 
 
 H 
 
 
 W 
 
 
 1^ 
 
 
 o 
 
 
 H 
 
 
 :z; 
 
 
 <i 
 
 
 t-i 
 
 
 C/J 
 
 
 TO 
 
 
 t^ 
 
 
 « 
 
 
 p 
 
 
 :z; 
 
 rri 
 
 <^ 
 
 
 
 P-I 
 
 ^ 
 
 kD 
 
 <i 
 
 
 
 U2 
 
 c» 
 
 < 
 
 U) 
 
 ^ 
 
 D 
 
 ^ 
 
 tf 
 
 
 O 
 
 ^ 
 
 H 
 
 < 
 
 O 
 
 M 
 
 
 g 
 
 
 1 
 
 S 
 
 < 
 
 
 O 
 
 h- 1 
 
 ,Q 
 
 c^ 
 
 & 
 
 
 rt 
 
 o 
 
 o 
 
 ^ 
 
 
 ;z; 
 
 a> 
 
 <r' 
 
 > 
 
 t— I 
 
 ^ 
 
 M 
 
 o 
 
 J^-^ 
 
 O 
 
 t^ 
 
 
 tf 
 
 05 
 
 rt 
 
 s 
 
 s 
 
 -M 
 
 
 0) 
 
 c^ 
 
 Fi 
 
 
 o 
 
 
 CO 
 
 h 
 
 ?^ 
 
 c« 
 
 CS 
 
 ,^4 
 
 
 
 
 o 
 
 O 
 
 
 t2 
 
 g 
 
 T^ 
 
 '-' 
 
 § 
 
 
 fi-S 
 
 c 
 
 
 ^ 
 
 tl 
 
 
 
 
 fcf © 
 
 c fl 
 
 W 
 
 ^ 
 
 <u 
 
 CO 
 
 rC 
 
 (rt 
 
 H 
 
 CO 
 
 
 CO 
 
 
 
 
 f, 
 
 rJ:^ fl 
 
 pi ' 
 
 O 
 
 W 
 
 c3 O 
 
 WEIGHTS AND MEASURES. 
 
 ^__ 
 
 cw > 
 
 '3 11 
 
 CO Oi 1— I t^ 1— I 
 
 Tfi (N t-- lO r^ 
 
 t>. F-, 00 c^ o 
 
 O toco rH CO 
 
 OC' -^ CO QO lO 
 CO --I OC CN 00 
 C^ !>• C^ CO CO 
 »0 ^ -sf 1-t o 
 
 OS r}? CO r-5 (N 
 
 00 '^ COrH O 
 
 00 CO -^ i-l rH 
 C>) OC rH t^ tH 
 "^ CN t^ to Ut) 
 i-< rj^ lO 00 O 
 
 t> CO CN * O) 
 
 <M '^ ?* ^ (N 
 
 tOi-^ Tti ^ -^ 
 
 05t^i-<r^ lO 
 55 »^ c^c^ 't^ 
 
 03 ""t" CN rH 
 "3 
 
 - CI •^ »o 
 3co ^ 1-J '-"^ 
 
 rH o CO r* ici^ 
 
 „ OO -"t O 00 r-4 
 B CO r-(00 CSO 
 -J^C^'r^ * *CO 
 
 ■■ ilO -«^ CO Oi CO 
 . Q i-< 0OC<< 00 
 
 i T-H lO Tft t-l lO 
 
 ^„ 
 
 PS 
 
 in m ^ 
 
 
 
 .assess 
 
 t^ «:> »-H eo»o 
 
 CO ooo 
 
 CO oj CO 
 
 C^ OCC CJi o 
 t^ OCO Oi CO 
 
 00 CN COOiCD 
 u5 C^' CO 00 "^ 
 
 lOO -"^ C^ CO 
 
 •^ 00 00 OS CO CO 
 CO 1— I rfi Tt< OO CO 
 Tti (T^ (M »0 ^ CO 
 lO -^ O -i; Ca TlH 
 
 CO *cs<>iTj5od 
 
 eoc^cot-©© 
 
 C» C ^ Q C^ r-t 
 
 OC OJOTfC^cO 
 c4i-J O CO 05 0> 
 
 f-H CO t>- C^ t^ Tft 
 
 CO 'rM,-5eot^ 
 
 cot^toco o »o 
 
 81-H 00t>O5 00 
 00 rl< CQ O >-< 
 »0 C^ !>. -^ 00 CO 
 t^CO»O00 N lO 
 
 c4 *r-3 oscocd 
 
 CO (M 00 CO CM rr 
 (N T-H a> CO CN Tt" 
 CD 00 Tt* CO .-. <N 
 CO (N CO ri< GO CO 
 
 C4 * rH 00 <N lO 
 
 CO 00 -«tl 
 
 CO 05 Tt< 
 
 O «OCO o> f^ 
 
 c^r>.cc 05C0 
 
 CO ■^* 00 1-H Tt5 CO 
 c5 »-ico 
 
 ±5 CO 05 lO 
 
 t^ C0O5 ^ 
 
 t; «:; o cc oi lO 
 
 O C0OC0 05C0 
 ^ CO t>I Ci t;;^ (N 
 
 XJ 
 
 O <N lO t>. tH ,-. 
 
 7 CO 00 00 
 
 1 CO Oi to 
 
 ' OOOCO CJ5CS 
 
 a CO ioco 05C0 
 
 COCr5(M 
 
 -t-> 00 b- CO OS CO 
 
 
 55 .25 
 
 O O w CO -^ / 
 
 CO c.> c d rt c 
 
 S -S-J^ 
 
 
 lO ■>* OS »o too 
 
 00 "^ Tt< O CO t>- 
 CO CO C<J CO Tt< 00 
 OS C^ i-H O CO CO 
 
 1-H ' r-I t^ C^* '^ 
 
 00 lO OS -"tt OO CO 
 
 (N i>- OS -ct« Tfi c:s 
 r- 00 OS (N t^ -^ 
 
 »o ^ OOCO oot^ 
 
 A ' 'lOrHOO 
 
 .-I CO OS CO >-l C<1 
 1-1 O "* 00 CO CM 
 00 rt< t^ 1-H O .-H 
 r-t ,-H CO C<) Tt< 00 
 
 .-H * * -^jJ rH <N 
 
 Tt* OC O CM "<*< 00 
 t^CO OC<l t^-^ 
 00 OS O «-l CO b- 
 t>. O '^i 00 OS 00 
 
 coco toco 00 h- 
 OSTj^ C^ OCO CO 
 
 eooCM "f Tf^ OS 
 
 to to -^ CO OS to 
 OS CO "^ 00 "^ b- 
 
 t^ OS rH b- CO CO 
 
 b- Tfi ,-< OS OS -sti 
 
 to rl to 1--I CO l^ 
 
 i-*OCt^OOU 
 
 00 t>. OC -"f »-l CO 
 OS CO C3S (N h- CO 
 t-. CS OO Cfl CO CO 
 O ** OO'^CMi-H 
 
 to * OO' rH -^ C4 
 
 OS -^ OS CN CO 00 
 OS C3 -^ 1— I C<^ CO 
 CO 1-1 ■'t! rH CO CO 
 to CS -^ t>. 1-1 o 
 
 s ^^ 
 
 
 .S CO w » 
 
 ® C CJ -^ -JS <x» 
 
 ■ "Si 
 
 is 
 
 S as 
 
 <D ^ OJ H 
 
 -3oS 
 
 ' CO CO o 
 
 XOQ> 
 
WEIGHTS AND MEASUBES. 
 
 89 
 
 CO Q 05 lO 
 
 OtO Oi-l O 
 lO ^ "^ l>- »-t CT 
 05 lO 05 !>• 1-t CO 
 
 81-1 lO O (TO 
 0CIOO5 00 
 
 c^ ■«if eo iMco 
 CQ a; CO CO =0 
 
 ,-t O CO cc o 
 
 <£) Tf r-l CTJ C<) 
 
 to ^ QOCS 
 O to Oi t- lO 
 O to O: 05 1— I 
 to to Ol to to 
 
 0005 -^ o 
 O rr CO t- CO CS 
 rri O T-H to TT C^ 
 CS ''f 00 t^ t^ CO 
 
 o coco o 
 
 F- 1 OJ CO CO o 
 
 rH to TTI T— ( TTI 
 
 CO O Orf t>- 
 
 t^t^ OJOOtO I 
 to to 0) (NO 
 OC OO-'*' OiCO 
 C<J.CSr-l to 05 
 
 Ci,-i * <Nto 
 
 to ^Oi 00 
 t^ T-iOi 00 to 
 CO i-(C5 Oi t^ 
 •^ r-l05 00 O 
 
 OCOOOt^ CO 
 to Tf Oi t^ to t:^ 
 OC to cocot^ O 
 Oeo 00 tot-- -^ 
 
 T-H 'cOT-icOCO 
 
 COt-ICOCS 
 
 CO to to to 
 
 to 00 CO 1-1 t^ 
 
 05 CS CSKMrP 
 
 to OC^ (Nto 
 Oi,-H 1-t <MCO 
 
 r-i,-! ' (NCO 
 
 o t^t^ ^ o 
 
 OCO <MO0 t-- (M 
 
 CO OCO 1— i 005 
 05 CO 00 CO 00 ""S^ 
 
 t^ to oco to 
 
 to CNJOOCO o 
 
 to CO to 00 05 CO 
 
 r^ to oc 55 CO «>• 
 
 t^ (Moo OOO to 
 
 05 05 05 ^ to 
 coco GO O (N 
 
 to oc- 1^^ CO o 
 c^ t^ to t^ -* 
 
 rH r^CO CO >-« 
 
 S- CO Tf »-r 1-H CO 
 O CO OC' OC O 
 ^ CO t' O '«»< ,-1 
 
 • Ql^COCscO 
 «30t^05 00i>. 
 Tjto r^ 05 05 to 
 5 cst^osr^ t>. 
 
 o to tor- 00 CO 
 
 O (N GO 00 .-( F-i 
 C^ O O t-» t^ CO 
 
 CO CSOi OOOOCO 
 
 to to 1-t CO o 
 0000(NCO 
 
 C" t~- to CO .-( cs 
 
 »-l05 to O r-i 00 
 
 H (O ' *^c6 
 
 '-OCCOC 
 
 i "^^^ 
 
 r<oicd ci 
 
 ooocoooo o 
 
 to 1-H r-l Cft CO CO 
 
 CO to CO to O'*' 
 ■V 1-1 05 CO 05 t>. 
 
 1— I T-t Tf C<! to 
 
 Tf c<j r^ CO t^ 
 
 to t^ T-i to !>• 
 CO (NiOCC CS 
 
 5 — wgcoo CO 
 ^eot>- c o— ^ 
 
 ©to CO TT TT to 
 
 ^coeo ot^io 
 0d> ' ' *Ti5 
 
 - fl 
 
 'OOOC. 
 ScOO 
 
 05 00 
 05 05t^ 
 O5CO00 
 
 8(N(N T}i05 r- 
 t— I -T O to o 
 r-H OtO CO CO CO 
 CO r-t <35 '«»' 05 00 
 
 r^ r- CO c« o 
 
 C^"*! t-H rr to 
 
 Of-i —I coo 
 
 05 to Or-ll-t 
 
 ss 
 
 Tf< CO t^ Tft 
 
 ■^05 05 n 
 -^oco-^r 
 
 to Ol^ 05 t^ to 
 
 *0 to t^ i-H CO 1— ( 
 »-l 0<3i CS<35 05 
 
 r-itr^iO C<tC 
 
 CO 05 -Tji fH 
 
 }5 
 
 -»5 
 
 
 73 
 
 W (ZJ 
 
 o o 
 
 CO cots 
 CQ C3Q CQ CQ <5 QQ 
 
 3 : cj^ _ 
 
 C3 •'^"*^i:? c/:*;3 
 
 W . w c/3 cr'o 
 
 Cr^O o "^ ^ cr 
 ^ O w M^-^ O 
 
 K . . . . M . 
 
 oqcqcqqqWqq 
 
 *^ d r- c ^ t/-i3 
 O o o ^ =^ ^5 
 
 ftj >^-^ O O -^ 5/2 
 
 S ^ ^ a s w5 
 
 CO0QCC03<W 
 
 . ^ S a-© 
 
 >o,o 
 
 O CO t^j — 
 
 Jz; "^"^ s ?2 CO 
 
 ^ CO O C C 03 
 
 Cjj TJ {> C3 CO CO 
 
 .... CO 
 
90 
 
 WEIGHTS AND MEASURES. 
 
 ;3 
 
 
 05 ® 
 
 O^ 
 
 
 05 
 
 
 1. 6793 
 2,901.83 
 . 7085 
 
 .7085 
 
 
 48. 2343 
 .3350 
 114. 333 
 114. 333 
 
 0. 5492 
 
 .1025 
 
 25.0202 
 
 .9267 
 
 147. 475 
 790.377 
 3. 2374 
 87.4093 
 
 X 
 
 1.4927 
 2,579.40 
 .6297 
 .6297 
 
 42. 8750 
 .2977 
 101.629 
 101.629 
 
 0. 4882 
 
 .0911 
 
 22. 2402 
 
 .8237 
 
 131.089 
 702. 557 
 
 2. 8777 
 77.6972 
 
 t>» 
 
 1.3061 
 2, 256. 98 
 .5510 
 .5510 
 
 37. 5156 
 
 .2605 
 
 88. 9259 
 
 88. 9259 
 
 0. 4272 
 
 .0797 
 
 19. 4601 
 
 .7207 
 
 114. 703 
 614. 737 
 2.5180 
 67. 9850 
 
 O 
 
 1.1195 
 1, 934. 55 
 .4723 
 .4723 
 
 32. 1562 
 
 .2233 
 
 76. 2222 
 
 76. 2222 
 
 0. 3662 
 
 .0683 
 
 16. 6801 
 
 .6178 
 
 98.3170 
 526.918 
 2 1582 
 58. 2729 
 
 »0 
 
 0.9329 
 1,612.13 
 .3936 
 . 3936 
 
 26. 7968 
 
 .1861 
 
 63. 5185 
 
 63. 5185 
 
 0.3051 
 
 .0569 
 
 13. 9001 
 
 .5148 
 
 81.9308 
 439.098 
 1.7985 
 48.5607 
 
 
 2 duim. 
 0. 7464 
 
 1,289.70 
 .3149 
 .3149 
 
 ic inch. 
 21.4375 
 .14^9 
 
 50. 8148 
 50. 8148 
 
 0. 2441 
 
 .0455 
 
 11.1201 
 
 .4119 
 
 65. 5446 
 351.278 
 
 1.4388 
 38.8486 
 
 w 
 
 1 = 1 cubi 
 
 5598 
 967. 278 
 . 2362 
 .2362 
 
 m=-l cub 
 
 16. 0781 
 
 .1117 
 
 38.1111 
 
 33.1111 
 
 0.1831 
 .0342 
 
 8. 3401 
 .30:9 
 
 49. 1585 
 263. 459 
 1.0791 
 29. 1364 
 
 N 
 
 Pubic incl 
 0.3732 
 
 644.852 
 . 1574 
 .1574 
 
 cubic dui 
 
 10. 71^7 
 
 .0744 
 
 25.4074 
 
 25. 4074 
 
 0. 1221 
 
 .0228 
 
 5.5600 
 
 .2059 
 
 32. 7723 
 175.639 
 .7194 
 19. 4243 
 
 tH 
 
 No^e: 1 
 
 0. 1866 
 322. 426 
 
 .0787 
 .0787 
 
 Note: 1 
 
 5. 3504 
 
 .0372 
 
 12. 7037 
 
 12.7037 
 
 0. 0610 
 .0111 
 
 2. 7800 
 .1030 
 
 16.3861 
 
 87. 8196 
 
 .35^7 
 
 9. 7122 
 
 
 i 
 
 Cu. in. to cu. vershoks 
 
 Cu. ft. to cu. vershoks 
 
 Cu. ft. to cu. arshenes 
 
 Cu. yds. to cu. sazhens 
 
 o S 
 
 EH c 
 
 ii 
 If 
 
 o 
 
 d 6 r^ 
 
 BBS 
 
 III 
 
 >>^ 
 
 :3 =5 ^ 
 
 V 
 
 o 
 
 o 
 
 3 
 
 1; 
 
 O o 
 
 ■8 
 
 Cu. cm. to cu. vershoks 
 
 Cu. m. to cu. arshenes 
 
 Cu. m. to cu. sazhens 
 
 RUSSIAN TO METRIC. 
 
 Cu, duims to cu . cm 
 
 Cu. vers; oks to cu. cm 
 
 Cu. arshenes to cu. ra 
 
 Cu. sazhens to nn. m 
 
 

 WEIGHTS AND MEASURES. 
 
 91 
 
 .-t c^ T^ -^ 
 
 r-H lO (N CS 
 
 CO lO CO CO 
 
 r-l OCOOC 
 
 lO C-. (N (M CS 
 
 Tt -* O CC i-H 
 
 t- C: CO CO lO 
 
 C<5 -^ ^O 00 Tj< 
 
 lO CO r^ r^ r-i C2 
 
 CO t^ !N rH CO!N 
 
 o r-H cr- CO t^ oc 
 
 coot^cDC-. r- . fex 
 uO.-i<:aOO<N . u>P^ 
 
 '-' j -P.t3 
 o o 
 
 CO lO CO CO 
 
 OC r-H lO lO 
 
 00 Tfi o lO 
 CO en 0-. c-j 
 
 t^ coc<5 c^ 
 
 ^5 lo •' X 
 
 CS CM >0 >0 CO 
 
 CC CO iC lO CO 
 O !>• CD O (M 
 
 .-( t^ X CO IC r-i 
 
 C: lO .-H Tt< O CO 
 O rr O OiO (N 
 O O CO lO CO CO 
 
 CO lO c4 CO ' rH 
 
 CO 05 .-I C^ Oi 
 cr. CO :>' C5 (N O 
 i-H a. Ci CO c lo 
 C5 ci »o 00' CO CO 
 
 oo X c^- a^- 
 Tfi CO to vo 
 CO <M CC 00 
 ""rt* CO "jO lO 
 
 CO C^ <N C^ 
 
 lO C5 DC 00 
 
 C: lO OC X ■* 
 
 t- l-H Tt< Tf UO 
 
 lO iC o o C^ 
 
 cr. o CO lO c^ c^ 
 
 Cq lit CO >— I c- <N 
 
 00 i-H t^ c cocQ 
 
 CO C: (M CO LO '^ 
 
 tr^Ci CO CO CO 
 Tt< O CO C CO t^ 
 r-i t^ rsi (^ c~ en 
 
 ^ '„■ :^ 
 
 I ^ (^ -. CO 
 
 -5o6co-r)5 ! p^ t^'^ 
 
 »"^ v-*^ ^.^' ^r I ^ 
 CS OC' CO i M 
 
 00 -^ -C C- 
 O '_; 1-t ^ lO 
 C: CT- Tti Tf t^ 
 Tt (N CO (N CO 
 
 oc CO Tti ^ ^'^ CO 
 o Tt< ,-1 oc^ t^ c; 
 lO oc lo t^ jc 1— I 
 t^ t^ C2 00 ^ c^ 
 
 t^ O lO ■* t^ 
 c; r^ oc C5 ■* t^ 
 
 QC CO '^ t^ O 1-1 
 CO t^ -"^ CO t^ lO 
 
 t^ Tfl l-(l-( 
 
 1— I 00 -^ "* 
 
 CO o 00 00 
 
 ■^ CO i-H r-^ 
 
 1-1 t^ t^ t^ 
 
 -Tl O 1.^ !>• 
 C; I^ t^ t^ 
 
 CO -^ Tfl Tt< 
 
 OX o o 
 rf C<} -rt^ -^ CO 
 ^ X CO CO C2 
 rfi OiO to CO 
 
 r- CO ^ -^ o CO 
 
 O CO -O lO CO CO 
 
 CO lO CO CO c: rH 
 
 1-1 O coo rtO 
 
 CC Sr-i -^ * i-H 
 
 CM cq 02 c: 
 
 1—1 CO t^ t^ CO 
 
 CO OCM CM ^ 
 
 CO X X X ^ 
 
 O XOi COCM 1-1 
 Tti CM O CM lO CO 
 O CM O to !M .-I 
 to to CO CM CO X 
 
 COCM 1-J CO 
 
 Tp iO CO c to X 
 t^ ^ i^ T^ cr. cr; 
 O CO CO 1— I Tfl to 
 
 CCOOCO '^ 
 C:: CM C: C5 CO X 
 to c; c; — I Oi t^ 
 
 Tj< 'Tfi CM Oi 1-1 CO 
 CM * CM '^ OS oi 
 
 CO O CO CM 
 OCO X 
 t^ to o o 
 t>- X 1-1 i-< 
 
 CM CO T-Hr-5 
 
 ■^ t^ c^ o 
 a w o o t^ 
 Ti^ TjH CM CM CO 
 CM CO 1-1 tH X 
 
 05 O CO t^ X 
 "* w. -^ 05 !>. X 
 -<ti COCM X C- to 
 X CO CM CO X t^ 
 
 1-J ' CJ CO CO Tji 
 
 1-1 TJH X X 
 
 t^ to X X 
 I*' CO CO CO 
 X C^l t^ t^ 
 
 CO r-! OO 
 
 to CO rji rt< X 
 CO CO 1-1 —itO 
 r-l Tf T-^ Tfl to 
 
 CM ' to id CO 
 
 CO "^ to 1-1 CO to 
 CM 1-H O CO CM CO 
 
 to O to CM CO O 
 CM CM CO CO rH -^ 
 
 lO t^ 'Tt* -^f 
 
 CO r- c^ c; 
 CM 1-1 CO CD 
 Oi CO coco 
 
 coco O O 
 CM CO r^ i>- oi 
 X 1-1 o o t^ 
 O CM I>- t^ CM 
 
 SEco 
 
 1-1 t^ CM 1-1 CO CO 
 CD O to CO i-< CO 
 CM CO CM —I X O 
 CO T-i CO X O CO 
 
 O W > (-< 
 
 o o o^ 
 
 CG K! M Oi 7j O 
 
 03 03 <D ® <X> o 
 
 4J -tJ -^ -u ^k-j oj 
 
 
 O C> to X CM 
 
 cr CO c C5 X C3 
 
 CM TTi '^ to C5 CO 
 CM CM 1-1 ■^^lO X 
 
 O O X C: CD 
 to CO "^ C5 Oi Oi 
 1-1 CM l>- CM O 1-1 
 
 CO r-H O CM CM O 
 
 ^ .11; -" — S OS 5: 
 ;::: -^ +j cc © o "^ 
 
 CO c« „ -^ -w -^ W 
 
 o g ^^ >5a 2^ 
 
 fflQOW>« 
 
 
 ^2>.co 
 
 o^^co 
 
 -« ® 
 
 +^ >:3 A 
 
 
 ^il^f 
 
 e ch 
 win 
 sold 
 )mal 
 
 5o£^ 
 
 
 ^:^^ fl 
 
 :^'-3^5 
 
 +^-'2 03'^ 
 
 
 
 
 2"^!= ^ 
 
 c^j^ 
 
 ires 
 dro 
 er t 
 me 
 
 ^ ®^T3 
 
 
 dZZ o p 
 
 aS.^;g 
 
 ^7*- >> 
 
 ^ds.ET'^ 
 
 n^^-=5r^ 
 
 ^S o9 
 
 
 cS CO „ 
 
 •-H O O <D 
 
 
 
 F^'SS 
 
 S£§H 
 
 BS^fl 
 
 
 C ©"m 3 
 
 ramo 
 Tiem 
 asm 
 ale q 
 
 8?1J 
 
 The 
 Who 
 
 V-rH^ 
 
 N. B.- 
 rposes e 
 nerally 
 ble— bu 
 
 p ® c« 
 
 1 So^ 
 
92 
 
 WEIGHTS AND MEASURES. 
 
 
 .« 
 
 
 H 
 
 
 W 
 
 
 :^ 
 
 
 o 
 
 
 H 
 
 
 Jz; 
 
 
 < 
 
 
 HH 
 
 
 r/) 
 
 
 CO 
 
 
 t^ 
 
 
 tf 
 
 
 P 
 
 
 iz; 
 
 
 <1 
 
 p4 
 
 ^ 
 
 « 
 
 < 
 
 p 
 
 m 
 
 < 
 
 
 S 
 
 O 
 
 >^ 
 
 c; 
 
 ^ 
 
 
 w 
 
 H 
 
 
 W 
 
 w 
 
 1^ 
 
 o 
 
 W 
 
 
 CO 
 
 »— ( 
 
 i^ 
 
 ^ 
 
 o 
 
 P^ 
 
 
 o 
 
 <u 
 
 t-l 
 
 > 
 
 
 PI 
 
 ^ 
 
 o 
 O 
 
 «1 
 
 1— t 
 
 
 m 
 
 
 m 
 
 
 ^ 
 
 
 cr; 
 
 
 :z; 
 
 
 <3^ 
 
 
 HH 
 
 
 OT 
 
 
 02 
 
 
 t) 
 
 
 « 
 
 
 o 
 
 
 ^ 
 
 
 W 
 
 
 r/) 
 
 
 M 
 
 
 H-l 
 
 
 o 
 
 
 :z; 
 
 
 w 
 
 
 
 
 oooooo 
 
 
 ^CD 
 
 oo 
 
 ^ 1 
 
 
 t^ t-r- 
 
 
 
 
 rl^l-^ 
 
 t^CO 1-t 
 
 
 CO CDCC 
 
 
 
 
 Tt^OO 
 
 T-e^iOi 
 
 *C5 
 
 Tf -^ Tj* 
 
 
 Ttl Ttl Tt< 
 
 
 l> C^ 
 
 lOrHOO 
 
 CS(NCsi 
 
 
 CO CO CD 
 
 
 Csirji" 
 
 OJCDOO* 
 
 
 
 
 
 
 
 cco^ 
 
 
 C^IMCS 
 
 
 05 O Oi 
 
 
 '^, ^ 
 
 i-( rH 
 
 
 oca;, cx 
 
 
 -^ TJH -Tfl 
 
 
 
 oo '^ c^ 
 
 
 o o o 
 
 
 
 
 ^OC 
 
 CO c: 03 
 (M OS t^ 
 
 00 
 
 
 
 
 
 
 
 
 
 
 to to to 
 
 
 (m'co 
 
 ^|S 
 
 
 ,-(,-1^ 
 
 
 ooo 
 
 
 CO 00 
 
 CO CO 
 
 
 r^i^ t^ 
 
 
 
 
 ■^ Tfl 
 
 OC coco 
 
 
 05C5Ci 
 
 
 
 
 w^ 
 
 to CD en 
 
 !>• 
 
 O iC CD 
 
 
 o c; o 
 
 
 r-*, CO 
 
 OiCDCO 
 
 Oioioi 
 
 
 to to to 
 
 
 (Hco 
 
 ^'g;i 
 
 
 
 
 
 
 
 
 
 ocoooo 
 
 
 C^ (M (M 
 
 
 Tj< Ttl 
 
 to CO 
 
 
 
 
 
 
 00 00^ 
 
 
 
 
 COCO CO 
 
 
 
 r^(M03 
 
 -O 
 
 CO CO CO 
 
 
 CO CO CO 
 
 
 00 OC' 
 
 CDTjHtO 
 
 OC 00* 00 
 
 
 TJH tJh'tJ^' 
 
 
 r-( Csi 
 
 oil^'iM* 
 
 
 
 
 
 
 
 ^lOr-^ 
 
 
 
 
 
 
 
 
 
 IQ to lO 
 
 
 CO CO CO 
 
 
 lO o 
 
 00 c^ 
 
 
 CD CD CO 
 
 
 
 
 TT CSJ 
 
 oo o to 
 
 
 <N CSI (M 
 
 
 
 
 c<j 00 
 
 05 0iO^ 
 
 10 
 
 OC-. C55 
 
 
 CO CO CD 
 
 
 to CO 
 
 COt-^-^ 
 
 ocdo 
 
 
 CO CO* CO* 
 
 
 rH*c4 
 
 CD rH O 
 
 
 
 
 
 
 
 T-ICO .-H 
 
 
 
 
 
 
 
 
 
 (NC^CN 
 
 
 to to to 
 
 
 coco 
 
 ^ {N 
 
 
 
 
 r^ t^ i^ 
 
 
 C3 to 
 
 05<N CO 
 
 
 iO lO iO 
 
 
 00 OC 00 
 
 
 
 
 -* 
 
 
 OC ocoo 
 
 
 (N Oi 
 
 T-HOiCO 
 
 to to lO 
 
 
 csic4<N 
 
 
 f-Jr-K 
 
 cor}5od 
 
 1—1 o 
 
 
 
 
 
 
 
 
 OiCftOl 
 
 
 CO ceo 
 
 
 r- (M 
 
 COCOr-H 
 
 
 to to to 
 
 
 
 
 Tficr- 
 
 C-. ^^ 
 
 
 to to to 
 
 
 
 
 
 Ocf^(M 
 
 « 
 
 
 
 rH 1— < T-H 
 
 
 o^ 
 
 
 Tf ■«j<*Tj5 
 
 
 (r4 c4 (M* 
 
 
 ' ^ 
 
 OS oo' CO 
 
 
 OCD CD 
 
 
 r^ t^ t^ 
 
 
 00 CO 
 
 to <N r-H 
 
 
 o o cr 
 
 
 CO coco 
 
 
 05 (M 
 
 CO CD 00 
 
 
 t^ t> t^ 
 
 
 r^Tt^TtH 
 
 
 C to 
 
 to t^o 
 
 CJ 
 
 csi CN cvi 
 
 
 "^ Tti rti 
 
 
 CD o; 
 
 to rt^rH 
 CO*£4^* 
 
 
 CO CO CO 
 
 
 
 OC; Oi 
 
 
 CT) Tfl 
 
 oo i-lO 
 
 
 to too 
 
 
 
 
 ^^t^CD 
 
 
 
 (X a: OC' 
 
 
 ?5c<l (M 
 
 
 cr- 
 
 
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Russia. Route A. 
 
 No, 3. — Scene in the Murman, showing type of much of that country. 
 
Russia. Route A. 
 
 No. 4. — Bowlder strewn country of the Murman. 
 
Russia. Route A. 
 
 No. 5. — Lake Seitjaur in Chibinsky Mountains. 
 
Russia. Route A. 
 
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 No. 6 — Scene in Umptek Highlands. Clnibinsky Mountains. 
 
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Russia. Route A. 
 
 1 = 
 
 No. 9. — A Lapp, showing winter costume and skiis. 
 
Russia. Route A. 
 
 
 No. 12. — Pomar types. 
 
Russia. Koute A. 
 
 No. 1 3. — Scene on Murman coast, showing type of shore east of 
 Pechenga Inlet. 
 
Russia. Route A. 
 
 No. 14. — View on river south of Borisglob. 
 
Russia. Route A. 
 
 No. 15. — Pechenga Inlet. 
 
Russia. Route A. 
 
 No. 16. — Reindeer and sledge. Showing type of transport, 
 type of sledge witin one deer is also used. 
 
 Another 
 
Russia. Route A. 
 
 No. 17. — Type of boats used on the Murman coast. 
 
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Russia. Route A. 
 
 No. 22. — Traveling railroad crane (Brown type) at Murmansk. 
 
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Kussia. Route A. 
 
 No. 26. — View showing forest near'Pulozero. 
 
Russia. Route A. 
 
 No. 27. — Niva River, showing typical rapids. 
 

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Russia. Route A. 
 
 No. 40. — Old cathedral at Kem. A landmark for this village. 
 
Russia. Route A. 
 
 No. 42. — Solovetsky Monastery. 
 

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 No. 50.— Cut at Kumsa River. 
 
ADDITIONS AND COBRECTIONS. 95 
 
96 ADDITIONS AND CORBECTIONS. 
 
ADDITIONS^ AND CORRECTIONS. 97 
 
 S4884-18 7 
 
98 ADDITIONS AND COKRECTIONS. 
 
ADDITIONS AND CORIIECTIONS. 99 
 
100 ADDITIONS AND CORIIECTIONS. 
 
ADDITIONS AND CORRECTIONS. 101 
 
102 ADDITIONS AND CORRECTIONS. 
 
ADDITIONS AND CORPvECTIONS. 103 
 
106 .ADDITIONS AND CORIIECTIONS. 
 
ADDITIONS AND CORRECTIONS. 107 
 
108 ADDITIONS AND CORIIECTIONS. 
 
ADDITIONS AND COJRRECTIONS. 109 
 
110 ADDITIONS AND CORRECTIONS. 
 
ADDITIONS AND CORRECTIONS. Ill 
 
112 ADDITIONS AND COItllECTIONS. 
 
ADDITIONS AND CORRECTIONS. 113 
 
 81884—18 8 
 
114 ADBITIOUS AND CORBECTIONS. 
 
ADDITIONS AND CORKECTIONS. 115 
 
116 ADDITIONS AND CORIIECTIONS. 
 
ADDITIONS* AND CORIIECTIONS. 117 
 
118 ADDITIONS AND CORRECTIONS. 
 
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MURMANSK- PETROGRAD 
 
 ADJOINING REGION 
 
LIBRARY OF CONGRESS /] 
 
 029 964 996 9 
 
 ss- iSiy ^' gi7'~Cra55