PRODUCTION OF DIESEL AND OIL ENGINES IN THE USSR

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79-01093A000800070004-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 39
• Document Creation Date: November 9, 2016
• Document Release Date: April 6, 1999
• Sequence Number: 4
• Publication Date: February 12, 1955
• Content Type: IR

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~~PR~OVISIC?I~IAL INTELL~GEt~JCE REPORT
~,~ _-
~~ 1~~T`IOI~ ~~ DIESEL.- ~.NI~ C7IL ENG~N
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.:~N- TAE--USSR
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- u .C1A/RR PR--100
pOGUMENl` NO. ~ ~ ~~~~~
12 February -1955 r3r~ CHANGE try C~.as
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GLASS. Ct-IANC~[) TO: _~-----'-`".
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puTH: HR 70-2
RGVtE~NER' 0~
CENTRAL INTELLIGENCE `AGEN'CY
_,
:., ~~. ~.. ~.~ ~.. F.,., ,,. .. 4,.,.,arv .:,:_
QFFICE OF RESEARCH AND REPORTS
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Gf1A1~NIN(3
This material contains information affecting
the National h~efense of -the United :itates
within the me:~~ning of the espionage laws.
Title 18, USG, '3ecs. 793 and 794, the trans-
mission or revelation of which in any .manner
to an unauthori;z,ed person is prohibited by law
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PROVISIONAL INTELLIGENCE REPORT
PRODUCTION OF DIESEL AND OIL ENGINES IN THE USSR
CIA~RR PR-100
(ORR Project 32.216
The data and conclusions contained in this report
do not necessarily represent the final position of
ORR and should be regarded as provisional only and
subject to revision. Comments and data which may
be available to the user are solicited.
CENTRAL INTELLIGENCE AGENCY
Office of Research and Reports
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CONTENT'S
Summary 1
I. General 2
A. Description of the Industry 2
B. Economic Significance of Diesel Engines 3
C. Economic Factors Dictating the Use of Diesel and Gas
Engines ~+
D. Historical Development ~+
E. Technology 5
F. Organizational and Administrative Structure 10
II. Supply 11
A. Total National Production 11
B. National Capacity 15
C . Future Expansion 18
III. Consumption by Major Industry 18
A. Motor Vehicle and Tractor Industry 18
B. Shipbuilding Industry 18
C. Locomotive Building Industry 18
D. Armaments Industries 19
IV . Inputs 19
V . Location 20
A. Geographical Distribution of Production 20
B. Economic Significance 21
VI. Intentions 22
N~IDEN~IA~
CO
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Append:ixe s
Appendix A.
Ministerial Sub o:?dination of Diesel., Oil, and Gas
Engine Building I?lams :in the USSR. in 1952
23
Appendix B.
Geographic DistrLbuti.on of Plants
2'~
Appendix C .
N[ethodology
31
Appendix D.
Gaps in lntelligc~nce
33
appendix E.
Sources .
35
"_'ables
_ . Production of Die.>el and C>i_1 Engines in the USSR, 1952-54
15
2. Production of Diesel and (iil Engines in the USSR Except
Engines for Tanks, Motor Vehicles, and Tractors, by Plant,
]-952 ., . lE
3? Maximum Potential Production c>f Tank Ermines in the USSR,
by Plant, 195+ . 1-,'
4. Requirements of the Shipbu.i.lding Industry for Diesel and Oil
Engines in the USSR., 195='-55 ~~ 19
5? Surrunary of Regional Distr-irut-ion of Diesel and Oil Engine
Production in the USSR, .952 2.]_
~. Geographic Distribution of :Plants in the 1JSS:ft Producing
Diesel and Oil Engines E~:cept Engines for Motor Vehicles,
Tractors, and Tanks, 1952 . 27
`j. Geographic Distribution of':Plants in the USSR Producing
Diesel and Oil Engines for Motor Vehicle:, `.Tractors, and
Tanks, 19'j2 . 2~)
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PRODUCTION OF DIESEL .AND OIL ENGINES IN THE USSR
Summary
The production of diesel and oil engines in the USSR in 195+ to-
taled 15 million horsepower (hp>, an increase of 10 percent over the
1952 Soviet production of 13.7 million hp. Comparable production of
diesel and oil engines in the US during 1952 was 19.9 million hp. In
195+, Soviet production of engines for tanks totaled ~+.9 million hp;
of engines for motor vehicles and tractors, 7.3 million hp; and of
general-purpose diesel engines, 2.8 million hp. The present maximum
potential production of diesel and oil engines from existing and
readily convertible facilities in the USSR is estimated at about 25
million hp.
Soviet diesel and oil engine production has, in the past, always
lagged behind Soviet requirements. The levels of current output
indicate that the USSR will have difficulty producing enough loco-
motive diesels to meet requirements in the Sixth Five Year Plan (1956-
60) and enough submarine and subchaser engines even to meet require-
ments in 1955. In addition, demands for engines for the electrifica-
tion of agriculture, for oil field operations, for powering the equip-
ment of the rapidly growing construction and roadbuilding machinery
industry, for timber operations, and for fishing and shipping, to
mention the outstanding requirements, are greater than can be supplied
by the Soviet diesel and oil engine industry.
The production of diesel engines in the USSR is not the respon-
sibility of a single ministry but is contained in the operation of at
least 12 ministries and is also carried on by trade cooperatives and
local industry. Engine designs have been standardized by the .All-
Union Committee of Standards. The USSR, therefore, has a stand-
ardized engine design for every purpose, in sizes up to 2,000 hp.
~- The estimates and conclusions contained in this report represent the
best judgment of ORR as of 1 January 1955-
r ,,
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`.:Che USSR has .adapted its wartime tank: diesel engine to industrial and.
rna.rine use and is producing these engines in .:La.^ge volume, thus main-
Laining an excellent base for the expansion o:f -yank diesel production.
Soviet engines offer nothing n.c=w in design, yet their designers make
the best; use of the decades cf experience of :foreign engine firms ands
as a result, these engines are not inferior in any important respect to
foreign engines.
The history of the diesel engine industry in the USSR has been one
of expanding production, of increasing labor ;productivity, and o:E'
mastering n.ew designs and techn~_ques. With one exception (the Barnaul
Transport Machine Building P1 ant ~ , the impori;ani; diesel engine p:Lants
in the USSR. a:re located in centers of heavy industry, which are char-
acterized by >~is; (a) they ase produced by similar
processes and are often alternate, and sometime:, simultaneous,
i~roducts of certain p:Lants id~nti1'i_ed with diesel engine building;
(b~ they ma;y be substituted f :~r one another in their application ;
and (c) they conserve gasolin ~ by using less refined fuels .
Most gas E=ngines ~,re conversions of diesel engines and
a,re included Frith figures on ~1_i_esel engine production in the procLuc-?
lion tables.
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2. Types of Plants.
Diesel, oil, and gas engines are produced mainly in special,
single-purpose plants which are rather widely distributed throughout
the USSR. The production of some engines, however, is incidental to
the production of the motor vehicles, tractors, tanks, or locomotives in
which they are used.
B. Economic Significance of Diesel Engines.
Points of economic significance bearing on the desirability of
producing and using diesel, oil, and gas engines are as follows:
1. The specific weight per hp output of diesel, oil, and gas
engines is much greater than that for gasoline engines, and they would
seldom be used were it not for their ability to conserve expensive
liquid fuels.
2. Diesel engines have the lowest specific fuel consumption
per unit of power output of all internal combustion engines and can
burn grades of petroleum fuel which are much less refined, and there-
fore cheaper, than gasoline.
3. Oil engines of lower compression, though not so economical
in their use of fuel as diesels, can burn very crude petroleum fuels
and are less expensive to produce, as well as simpler to maintain, than
are diesels.
~+. Gas engines as employed in the USSR are in every case
modifications of diesel, oil, or gasoline engine models and are of
considerable economic importance because they can consume the gen-
erated gas from local solid fuels, such as wood, coal, peat, or
sewage.
5. Aside from fuel economy, diesel and oil engines have an
advantage over gasoline engines for installation in confined places,
such as in ships, where there is an inherent danger of explosion from
gasoline vapors.
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C. Economic Factors Dictat.,ng the Use of Diesel and Gas Engines.
The types of engines bu:;.lt i.n the USSR have a definite relation--
sh.i.:p to the abi_l:ity of the USSR t;o produce and transport motor fuels t~o
1, he place of utilization. The i~rodu.ction of petroletun as well as re-
1'i.nery capacit;y has probably in1"l:uercced the USS:ft in its intensive die-?
sel:ization program. As total p~?oduction of petroleum has been rising,
i;he percentage of diesel. fuel h~~.s been i_ncreasi:2g. The increase in the
i~rod.uction of diesel fuel as a percentage of total fuel is attributable
i;o economies i.n the use of fuel b;y diesel engines and also to the fact
that the production of diesel fue:1 instead of gaso.Line obviates the
need for refinery capacity that would otherwise be necessary to turn
the same amount of diesel fuel into gasoline by the cracking process.
farmers in the US use gaso:Li..ne instead of diesel tractors be-
cause the i.nitia:L cost is much lower. On the co:Llective farms of the
LISSR, however, d:i_esel tractors ~.re used. The tractors operate day
and night, and this intensive use results in fue7_ ;>avings extensive
enough to compen,:>ate for the hi~~her initial cost o_.? the tractor. Further-
more, the Soviet refining industry produces large quantities of diesel
fue]_ which must be used for motor fuel, since additional refinery capac-
ity would be necessary to make ~asol_ne. Diese]_ization of the tractor
pay?k provides a rnarket for this fuel..
'Che iJSSR. has vast areas r. emote from rai]_ t~?ansportation which
are served by river shipping during -the summer moni,hs. It is difficult;
to supply petroleum fuel to these areas. Here, gas engines are used
i.n conjunction with gas generators which burn whatever local fuels zh, the Kirov Diesel Engine Plant
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(formerly Krasnyy Progress) in Bol'shoy Tokmak, the 25 Oktyabr' Machine
Building Factory in Pervomaysk, the Kommunist Plant in Marks, the
Mikoyan Diesel Engine Factory (formerly Pobeda) in Melitopol', and the
Dzerzhinskiy Plant in Balakovo. l~~ Other plants producing diesel
engines were the Kolomna Railroad Locomotive Building Plant and the
Krasnoye Sormovo Plant in Gor`kiy.
In 1937, Soyuzdizel' was succeeded by Glavdizel' (Glavnoye
Upravleniye Dizelestroitel'noy Promyshlennosti -- Main Administration
of the Diesel Building Industry, sometimes abbreviated GUDP). To
this organization the Railroad Locomotive Plant at Kolomna was added,
and Krasnyy Progress (now Kirov) in Bol`shoy Tokmak was dropped.
After World War II the industry was reorganized again, and new
plants were brought into the production of diesel engines. The plants
which are known to be producing today are listed in Appendix B.
E. Technology.
The technology of the production of diesel engines varies
somewhat according to the size of the engine. Small-size engines can
be produced in plants equipped with small- or medium-size machinery,
whereas some larger engines require large machine tools and foundry
flasks and must be assembled by overhead cranes. With the exception of
the lightweight tank diesels, which contain large quantities of alu-
minum, diesels can be made in any plant capable of founding and machin-
ing cast iron. The principal forgings needed are the crankshaft, cam-
shaft, and connecting rods, which are usually supplied by specialty
plants such as Novo Kramatorsk Machine Building Plant. The most precise
parts of a diesel are the fuel injection pump and the fuel injectors,
which are not made by all diesel plants. Fuel injection equipment is
known to be made by the Noginsk Fuel Apparatus Plant, the Leningrad
Carburetor and Armature Plant, the Kolomna Railroad Locomotive Plant,
the Chelyabinsk Tractor Plant, the Kommunist Plant in Marks, and the
Strommashina Plant in Andizhan.
~ Footnote references in arabic numerals are to sources listed in
Appendix E.
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2. :PY~~sical Characteristics.
So~?iet diesel engines in prroduction today compare favorably
with engines msGde in the US with respect to specific weight per hp out-
x.~u.t. The USSR has a standardized. engine design for every purpose, in
.~ i ze s u p t a '~ , C100 hp .
la or power station ,-u~~d marine use irz sizes between 300 and
2,000 hp, both 2- and ~+-stroke cyc]_e engines are available in designs
which do not exceed 34 kilograans (kg~ per hp yet run at the low speeds
which promote long engine life., The mean piston speeds of these engines
are in the range from 7~+8 to 1 ?=L00 feet per minute .
:Cn sizes up to 300 hp, the USSR has several designs of
light, high-speed diesels of small dimensions which are suitable for
use with such equipment as genc:~rators, portable drill rigs, excavators,
roadbuilding machinery, shalloi,r-draft shipping, portable air compres-
e>ors, and marine auxiliaries. The V2-300 and the D6 models, whicr. were
developed from the Soviet tank engine, have ahu:minum heads, blocks, and
crankcases, and. very low specii:'ic kreights per rAp output, the V2-300
about 3 kg per hp, and the D6, aboL!t 6,5 kg per hp.
hoc motor vehicles and tractors the USSR makes both 2- and
~-stroke cyc]_e engines in 37-, 5~+-, 93-, 110-, 1~+0-, and 165-hp sizes.
F'o:r some special-purpose vehic~_es, the V2-300 (300 hp~ and the D6 (150
hp~ engines are used.
The USSR is now de~?eaaping a family of engines for use ira
construction and road machiner~~. These engines are to be more durable
than the present lightweight en.g;i:nes and at the same time lighter than
t:he present more durable enginE^e'.. The Strommashi:na Plant in Andizhan
will produce these engines in cy-l:in.der arrangements of from 1 to 12
c;y_Linders. The 1-, 2-, and 3-cylinder variants are now in production.
P; special class of high.-speedy ~+-s~trol:~e-cycle engines is
produced fo:r submarines and is pai~terned after thc~ German MAN engines,
among the most successful submarine engines ever built. Another
special-purpose engine is the )/50, the 1,000-hp d_Lesel-electric loco-
motive engine produced at the K:har'kov Transport D2achine Building
P~'_ant. This engine is a copy cP the American Locomotive Company (AI,CO)
locomotive diesel.
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The USSR does not produce engines of original design. In-
stead, the best available designs are taken from foreign technology and
adapted to Soviet needs. The diesel engines produced today are as
modern, generally speaking, as those produced anywhere. With respect
to specific weight per hp output, they compare very favorably with
engines made in the US. The engine builders have heeded the admonish-
ment of Kaganovich, who in his address to the First All-Union Diesel
Conference in 1933 said: "We have for the time being to take. over
everything that is best that is available from abroad and graft it to
our own production. One should not go for head-turning discoveries,
one should not figure out some supernatural motors, but one should the
more simply and realistically solve the problems of the day ... and
turn out the types of diesels and crude-oil engines which we have
selected."
The largest engine in production today for stationary and
marine use in the 8D 43/61, which develops 2,000 hp at~250 revolutions
per minute (rpm) and weighs about 32.5 kg Per hp.
For submarine service the USSR has the MAN-type 8ChN 43/47,
which develops 2,000 hp at 470 rpm and weighs about 13.7 kg per hp, and
the 8Ch 43/47, which develops 1,600 hp at 470 rpm and weighs 17 kg per
hp.
For diesel locomotives the Kharkov plant is making the
1,000-hp, supercharged ALCO engine. For stationary and marine use
the USSR produces the 8D 30/50 model, which develops 800 hp at 300 rpm;
the 6D 30/50, which develops 600 hp at 300 rpm; the 6CH 36/45, which
develops 600 hp at 375 rpm; and the 6Ch 30/38, which develops 300 hp
at 300 rpm and 400 hp at 400 rpm. These engines are all as light as
comparable US models.
The USSR produces a number of diesels in the group below
300 hp. These include the 300-hp V2-300, which weighs 3 kg per hp,
and the 150-hp D6, which weighs about 6.5 kg per hp. Both of these
engines have aluminum crank cases, blocks, and heads and are modifica-
tions of the Soviet tank engine.
For automotive use the Yaroslavl' Motor Vehicle Plant
produces the Ya,Az-204 and YaAz-206 engines, which are copies of the GMC
Series 71 engines, the automotive diesels made in greatest quantity in
the US. These engines are installed in trucks made by the Yaroslavl'
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and Minsk Motor Vehicle Plants, in the ZIS-15~+ bus, on air compressors,
and in military tracked vehicles.
Only the two smallest tractors, of 12~- and 22-hp, do
not have diesel engines at this time, and diesels are being de-
veloped for these two. At the :present time, diesel tractors are
made with 35, 54, 93, and 140 hp. Moreover, these engines have been
adapted to power winches, cranes, graders, locomoi;ives, paving equip-
ment, portable electric sets, and the like. For easy starting in cold
weather, the USSR has adopted a gasoline-starting engine for each tractor
diesel. Although satisfactory for tractor use, tYie Soviet tractor die-
sels are..a little too heavy for many of the other installations to which
they are now being applied. The' Andizhan Plant of the Ministry of Con-
struction and Raad Machine Building, therefore has begun production of
the 63-hp, 3-cylinder T-113, the first of a family of high-speed, light-
weight engines for construction macYiinery, which are intended eventually
to include other models up to the TU-12 of 360 hp with 12 cylinders.
3~ Crude-Oil Engines.
For many purposes, crude-oil engines are satisfactory.
This type of engine is widely produced and used in the USSR in sizes
from 6 to 50 hp and is-used chiefly in agriculture for such purposes
as pumping water, generating electricity, or driving threshing machines
and saws. They are also widely used. 3n the oil fields and in small
fishing boats. Crude-oil engines are cheaper than diesels to maintain.
They are more durable in the hands of unskilled operators and burn
cheaper grades of fuel than do diesel engines. ThE=y are, however,
heavier than diesels for the same power output and burn large quan-
tities of fuel. All the crude-oil engines in current production are
of designs which are 20 or more years old and are produced in small
plants, some of which do not have modern equipment,.
~+. Standardization of Engine Designs and Interchangeability of
Parts.
Standardization has made it possible for the USSR to pro-
vide a diesel engine for every purpose, up to 2,000 hp, with only ~+0
different models of diesels and B different models of oil engines.
~ An April 1953 estiunate lists g12 different models of diesel engines
which are made in the US.
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Such extreme standardization is possible only in a coun-
try where the national economy is controlled by a state plan. Very
important advantages to the economy are contained in the savings in
inventories made possible by having a small variety of parts for a
few models instead of a large variety of parts for many models.
Savings are effected in the training of mechanics to understand the
maintenance of a few rather than many types of engines. The con-
centration of production on a few models permits savings from large
series production of parts and components.
Along with standardization to reduce the number of
models, the USSR has employed, where possible, unification of design
between two or more models to effect the interchangeability of parts
for those models. This practice usually results. in economies of
production, maintenance, and parts inventories, dust as in standard-
ization. In the case of the V2 tank engine, however, this practice
has special significance.
The V2 tank engine comprised virtually all of the pro-
duction of diesel engines in the USSR in World War II. After the
war, with its power reduced from 500 and 600 hp, at 1,800 and 2,000
rpm, respectively, to 300 hp at 1500 rpm (for longer life), the V2
engine was produced by the Barnaul Transport Machine Building Plant
for industrial and marine use. Also, the D6, a 150-hp engine, was
developed from the V2, using one 6-cylinder row~of the 12 cylinder s
of the V2. By these adaptations the USSR obtained a family of
commercial engines which were interchangeable with tank engines.
The plant which made the engines could produce tank engines without
any delay in .conversion. The parts-for commercial or tank engines
could be issued through the same supply system if need be, and
mechanics trained in maintaining the commercial engines could be
readily integrated into the military forces. To obtain these advan-
tages, the USSR had to pay a price. The crankshafts in the 150- and
300-hp engines are the same expensive (machined all over) shafts as
are required to transmit 600 hp in the V2-600 engine. The expensive
lightweight aluminum crankcase, block, and head. of this type of
engine are a lost advantage when the engine is installed in a loco-
motive or excavator. Because of its comparatively short life (accept-
able in a tank engine , it is expensive to maintain.
~ This plant produced the tank-engine version during World War II.
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F. Organizational and Administrative Structure.
The Soviet plants which build diesel engines, heavy-oil en-
gines, and gas engines are under the administrative jurisdiction of a
number of ministries and other administrative organizations, not all
of which are primarily concerned with industrial production. Appendix
A lists the engine plants by ministry according to the ministerial
organization of the USSR in 1852.
Glavlokomobil `dizel ` of the Ministry of Heavy Machine Build-
ing and Glavdizel' of the Ministry of Transport Machinery are the two
most important groups engaged in producing diesel, heavy-oil, and gas en-
gines. The plants of these glavs produce engines for the whole economy.
In addition, some ministries produce engines for t;heir own purposes,.
and some local industries produce engines for local distribution.
Standardization of engines probably is effected through the All-
Union Committee of Standards of the Council of Ministers of the USSR.
The consumers make their needs known through their ministries, and the
available designs are examined to sere how well they match the needs.
For example, the Technical Council of the Ministry of the River Fleet
.determined the requirements for standard types of river tugs and barges.
This permitted the Ministry of Shipbuilding to standardize on a minimum
number of vessel types for mass production and to determine the re-
quirements for standard types of engines. The All-Union Committee of
Standards then established GOST`s~- on these engines. ~ When it is
necessary for Glavlokomobil`dizel` to develop a new engine model to meet
customer demand, the task of development is assigned to NIDI (Nauchno-
Issledovatel`skiy Dizel`nyy Institut -- Diesel Scientific Research In-
stitute). NIDI is under the jurisdiction of Glavlokomobil`dizel`.
In developing new models, NIDI keeps in mind the desirability of univer-
se3_application of the engine to the purposes of a1:L the customers (such
as ships, stationary power plants, and oil-well drilling). Whenever pos-
sible, new designs are achieved by modification of old designs by adding
cy_Linders, increasing speeds, or improving operating characteristics
in order to hold the number of models to a minimum and reduce the
repair-parts problem. NATI (Nauchno-Issledovatel`skiy Avtotraktornyy
Institut -- Automobile and Tractor Scientific Research Institute)
collaborates with NIDI in performing fundamental research on
engine design and develops diese:L engines for the motor vehicle and
~ GOST is the abbreviation for Gasudarstven
Standart (All-Union State Standards), ~ Obshchesoyuzr~yy
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tractor industry. NATI is subordinate to the Ministry of Automobile,
Tractor, and Agricultural Machine Building. The All-Union Committee
of Standards probably authorizes the development of new engine designs.
The All-Union Scientific Research Institute of Construction
and Road Machine Building has a power-engineering laboratory which re-
cently engaged in design and research connected with the development of
a new family of diesels for construction and road machines. The pro-
duction of these engines has been assigned to the Andizhan Strommashina
Plant of the Ministry of Construction and Road Machine Building. 6~
the Ministry of Transport Machinery, it appears that the plants do their
own development work but may receive some help from MIDI. Several plants
of the Ministry of Shipbuilding were assigned engine-building tasks im-
mediately before World War II. There has been no postwar reference to
engine production in particular plants of the Ministry of Shipbuilding,
but a reference has been found to the production of Model 2Ch, ~+0-hp
engines of the Ministry of Shipbuilding. ~ Engines of this descrip-
tion were produced by the Kirov Plant in Bol'shoy Tokmak, known before
the war as Plant 175, under the Ministry of Shipbuilding.
One of the biggest producers of engines in terms of annual hp
output is the Ministry of Automobile, Tractor, and Agricultural Machine
Building. Because most of the engines are installed in motor vehicles
and tractors, the number of engines available for incorporation i.n the
products of other ministries is extremely limited. One of the strong-
est reasons motivating the Ministry of Construction and Road Machine
Building to initiate production of its own engines was the difficulty
of obtaining engines from plants of the Ministry of Automobile, Tractor,
and Agricultural Machine Building.
II. Supply.
A. Total National Production.
1. 1828 -~+l .
During the period of the first three 5-year plans the
Soviet diesel engine production base was created in terms of both
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facilities and trained manpower. The main ef;E'ort of the engine
plants during the First Five Year Plan (1928-32) was devoted to
mastering the production of engines of modern design and to in-
creasing productivity through improvements in engine design and
in production processes. ~ The changeover to improved engine
designs cons;inued during the Second Five Year Plan (1933-37), and
the mean specific weight was reduced by 1937 t;o 15 to 20 kg per
hp for two-thirds of the total hp output and t;o 35 to 80 kg per
hp for the x?emainder of the output. ~ Some e?xpansion was
accomplished -- notably at the Kolomna Railro~i,d Locomotive Plant
and at the Russkiy Dzel', Kouanunist, and Dvigatel' Revolyutsiy
Plants -- and labor productivity was increased.. 10
New engine designs were introduced during 1937-~+1, but
large-scale production was disrupted by World War II. These
were the designs which were later hailed as new postwar models
and for which some Stalin prizes were awarded. The V2 tank
engine was also developed.
2 . 19+2-1+5 .
The V2 tank engine was produced in enormous quantities
during 1g~+2-~+5. Production was concentrated in three plants -
the Ural Turbine Plant in Sverdlovsk (Factory 'T6 ), the Chelyabinsk
Tractor Plant (Factory 75 ), and a newly constructed tank-engine
plant in Barnaul (Factory 77). 1:1 The V2 engines of this type had
a specific weight of about 1.5 kg per hp, therE~ being a slight
difference between the 500-hp and the 600-hp variants. The highest
priority was given to equipping and staffing tYiese plants, and pro-
duction of engines in terms of hp was sharply increased compared with
prewar production. About 29,E-OO.V2-type engines were produced in
19~+~+, of which 20 percent were of 600 hp and 80 percent of 500 hp, a
total production of approximately 15.3 million hp,
3 . 1g~+6-54.
Following the war', tank engines were produced at a
reduced rate, thus making production capacity for engines of this
type available to the general economy. The Barnaul Transport
Machine Building Plant in particular has converted to making
commercial engines which are adapted from the V2 tank engine. 12
Traditional engine plants were converted.or reconstructed to take
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up the production of those engine models which they had intended
to produce in 19+1. An important exception to this was the Stalin
Plant in Voronezh, which had converted to aircraft coutponent pro-
duction during the war. It was reconverted to the production of
agricultural equipment in 1946. 13
The Krasnoye Soxmovo Plant in Gor'kiy, never an effi-
cient engine producer, did not take up diesel production after
the war. At present it is engaged in shipbuilding on a high-
production basis.
Considerable new machinery has been received by the
engine plants. Over-all capacity for producing diesel and oil
engines (not including tank, motor-vehicle, or tractor engine s
has been increased by the addition of several important plants
which did not previously engage in engine production. These in-
clude the Borets Plant in Moscow, the Stro~nashina Plant in
Andizhan, the Kharkov Transport Machine Building Plant, and the
Barnaul Transport Machine Building Plant. Also several small
plants have been mentioned in the postwar Soviet press as pro-
ducers of diesel and oil engines, chiefly for agriculture.
The annual production of diesel engines for tanks during
1952-5~+ is estimated at 4.9 million hp. The Ural Turbine Plant
in Sverdlovsk and the Voroshilov Plant in Leningrad are the mayor
producers of tank diesel engines.
The annual production of Soviet diesel tractors by
model during 1952-5~+ has recently been estimated. l~+ Annual
tractor diesel engine production in hp is derived from these
tractor production estimates. Tractor diesel engine production
was 5,311,000 hp in 1952, 5,515,000 hp in 1953, and 6,201,000 hp
in 195+. The annual production of diesel engines for trucks dur-
ing 1952-54 is estimated at 1.13 million hp.
In the case of plants for which production data-are
not available, estimates are based on the probable size of the
plant and on the size of the market. The 195+ rounded total pro-
duction of diesel and oil engines other than for tanks, tractors,
and motor vehicles is 2.8~+ million hp.
The annual production rate of diesel and oil engines
other than for tanks, tractors, and motor vehicles may have in-
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creased by about 10 percent per year during 1953 and 1954. This
estimate takes cognizance of the requirements for an increase in
diesel engine production in keeping with the growth of the in-
dustries which require diesel engines. These industries include
shipbuilding, building of diesel locomotives, and production of
construction and road machines and of oil field equipment.
The Fifth Five Year Plan provide:> that in 1955 the
launching of oceangoing tankers and freighteY?s will increase by
290 percent over that of 1950, river passenger vessels by 260 per-
cent, and fishing vessels f'or the fishing fleet by 380 percent.
The production of diesel-electric locomotives was
33 percent higher in 1953 than in 1952. 15 A similarly high rate
of growth. of production of diesel-electric locomotives is neces-
sary in 1954 if the announced goal of the Sixth Five Year Plan
is to be realized. This goal is the production during 1956-60 of
2,000 TE-3 diesel-electric locomotives of 2,000 hp each, which is an
average annual output of 0.8 million hp per year of this model, com-
pared with the 1952 output of about 350,000 hp of all models.
The Fifth Five Year Plan also requires the complete
mechanization of roadbuilding work, which wou.7.d mean an increase
in the fleet of excavators of 250 percent; scY?apers and bulldozers,
300 to 400 percent; and mobile cranes, 450 percent. Production of
excavators i.n 1953 increased by 12 percent over 1952, and in the
first half of 1954 it increased by 17 percent over the first half
of 1953 .
The production of diesel engines other than for tanks,
tractors, and motor vehicles therefore is estimated at 2,585,000 hp
in 1953 and 2,843,000 hp in 1954, based on an :increase of 10 percent
per year since 1952. The production of the diesel engine industry
of the USSR in 1952-54 is shown in Table l.#
The production o:E' diesel and oil engines in the USSR
by plant in 1952 -- except for tasiks, motor vehicles, and tractors --
is shown in Table 2.~
~ Table 1 follows on p. 15.
~~' Table 2 follows on p. 16.
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Table 1
Production of Diesel and Oil Engines in the USSR J
1952-54
Thousand Horsepower
Engine
1952
1953
1954
ation
li
c
App
Tani.
4,900
4,900
.4,900
Tractor ~
5,311
5,515
6,201
Motor vehicle
1,130
1,130
1,130
Other
2,350
2,585
2,843
t
l
13,691
14,130
15,074
s
a
To
a. Probable accuracy of the totals is plus or minus 25
percent.
B. National Capacity.
The maximum. potential production of all existing and readily
convertible diesel and oil engine manufacturing plants could probably
reach the following annual rates:
Engine Application
Horsepower
Tank
16,650,000
Motor vehicle
and tractor
6,750,000
Other
1,725,000
Total
25,125,000
The estimated maximum potential production of tank engines in
the USSR in 1954 by plant is shown in Table 3.~' These figures are:
based on World War II production data, plant studies of plants rebuilt
after the war, and estimates of tank-'building capacity. 16~
-~ Assuming no delay in the receipt of supplies from vendors, and
operations based on a 24-hour day.
~-~ Table 3 follows on p. 17.
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Table 2
Production of Diesel and Oil Engines in the USSR
Except Engines for Tanks, Motor Vehicles, and Tractors
by Plant ~*
1952
Thousand Horsepower
Plant J
Russkiy Dizel' Plant
D
'
55
vigatel
Revolyutsiy Plant
65
Mikoya.n Diesel Engine Factory
K
75
ommunist Plant
36
25 Oktyabr' Machine Building Factory
25
Dzerzhinskiy Plant
12
Kharkov Transport Machine Building Plant
K
l
350
o
omna Railroad Locomotive P:Lant imeni Kuybyshev
200
Barnaul Transport Machine Bui:Lding Plant.
1 200
~
Kirov Diesel Engine Plant (Bo:L'shoy Tokmak)
'
30
Kazan
Machine Building Plant
12
Budennyy Engine Factory
30
Saratov Mekhariicheskiy Diesel Engine Plant
12
Rybsudomotor Plant
12
Borets Pump Factory
80
Strommashina Plant
20
Riga Machine Construction Factory
6
Gorlovskiy Mine Equipment Factory imeni Kirov
'
25
Bel
tsy Engine Factory
2.5
:Petrozavodsk Metal Factory
1.5
:Krasnyy Metallist Industrial Artel
3
Krasnodar Zapchast Plant ~
7
Engel's Machine Building Plant imeni Ordzhonikidze
Kirov Machine Building Factory (Tiraspol')
12
30th Anniversary of the Komsomol' Factory
12
Tambov Mekhanicheskiy Diesel Engine Plant
2
13.5
0th Anniversary Turkmen SSR Machinery Factory
Instrument Factory (Frunze)
6
P~Iolotov Plant (Khabarovsk)
36
Total
2,350 ~
~ Footnotes for Table 2 f ollow on
p. 17.
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Table 2
Production of Diesel and Oil Engines in the USSR
Except Engines for Tanks, Motor Vehicles, and Tractors
by Plant
1952
(Continued)
a. Includes gas not gasoline engines.
b. Data are not available for the Chelyabinsk Tractor Plant and for
automobile plants subordinate to the Ministry of Automobile, Tractor,
and Agricultural Machine Building.
c. Total is rounded. Estimated range of error, plus or minus 25 per-
cent.
Table 3
Maximum. Potential Production of Tank Engines in the USSR
by Plant
1954
Engine
Annual Horsepower
Plant
pe
Engines
(Million)
Barnaul Transport Machine Building
Plant
V2-500
0
6
6,000
000
12
3.0
2
Chelyabinsk Tractor Plant
0
V2-
,
400
2:
7
Voroshilov Engine Factory
V2-600
5,
Ural Turbine Plant
V2-500
5,000
2.5
Kharkov Transport Machine
000
~5
1
Building Plant
V2-500
3,
.
31,400
16.65
Total
Production of Soviet motor vehicle and tractor engines rose from
an estimated output of 4.94 million hp in 1953 to an estimated output of
5.63 million hp in 1954. 17~ An increase of 20 percent over the 1854
figure can be achieved and would increase national capacity to 6.75 -
million hp. In a period of capacity output of tank diesel engines -
that is, during total war -- proauction of tractor and industrial
engines would obviously decrease.
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C. Future Expansion.
New facilities are probably under construction at the Strom-
mashina Plant in Andizhan anti also are apparently intended for the
Khar'kav Transport Machine Building Plant, The Strommashina Plant
is building a new family of engines in sufficient quantity for the
entire construction and roadbuilding machinery industry. The produc-
tion of diesel engines for locomotives must also be expanded to meet
the goal of the Sixth Five Year Plan for 2,000 TE-3 diesel-electric
locomotives. Each locomotive requires a 2,000 hp engine of a new
model. Thus the Plan requires that an average annual output of
800,000 hp of these engines alone be produced during 1956-60. The
1952 production of locomotive diesels of all types is estimated at
350,000 hp.
III. Consumption by Mayor Industry.
A. Motor Vehicle and Tractor Industry.
The motor vehicle and tractor industry of the USSR for the pur-
poses of this report consists of the plants under the Ministry of Auto-
mobile, Tractors and Agricultural Machine Building (see Appendix A~ and
the Chelyabinsk Tractor Plant. A few diesel engines for 25-ton MAZ-S25
dump trucks are also produced in the Barnaul Transport Machine Building
Plant. The ~.ndustry is a net supplier of diesel engines.
B. Shipbuilding Industry.
The requirements of the shipbuilding industry of the USSR for
diesel and oil engines in 1952-55 are shown in Table 4.*
C. Locomotive Building Industry.
Diesel locomotives are built at Kharkov and at Kaluga. The
diesel locomotives of the Kharkov Transport Machine Building Plant
use the D50 1,000-hp diesel, a:Lso produced by that plant. All of the
engines produced, which total 350,000 hp, are used by the locomotive
industry. The Kaluga Machine Building Plant produces the TM-24 switch-
ing locomotive, 18 which uses the 2D6, 150-hp diesel produced by the
Barnaul Transport Machine Building Plant. 1:9 Production totals and
requirements far this engine by the Kaluga Plant are not known.
~ Table follows on p. 19.
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Table 4
Requirements of the Shipbuilding Industry for Diesel and Oil Engines
in the USSR 20
1952-55
Thousand Horsepower
Fleet and Type
1952
1953
1954
1955
Naval a~
Submarines (long-range)
48.0
104.0
164.0
184.0
Subchasers
90.0
.90.0
90.0
90..0
Minesweepers (coastal
30.0
30.0
30.0
30.0
.Subtotal
168.0
224.0
284..0
304.0
Merchant
86.0
102.5
110.9
116.0
Total
254.0
326.5
394.9
420.0
a. Requirements for motor torpedo boats are not available.
D. armaments Industries.
The tank and self-propelled gun plants have adequate V2 engine
supplies, and the V2 engine plants have a considerable reserve capac-
ity. Horsepower output of V2 tank engines can be derived from estimates
of tank production in 1951. 21 In 1951 the tank industry consumed
6,100 V2-500 engines, totaling 3.05 million hp, and 3,050 V2-600 engines,
totaling 1.83 million hp, or a grand total of 4.88 million hp.
Other industries which use diesel and oil engines are the con-
struction and road machine building, lumber, petroleum, agriculture,
and electric power industries. It is not possible, however, to make
an estimate of the engines consumed in these industries.
IV. Inputs.
Diesel and oil engines are composed primarily of five materials --
cast iron, steel mostly forged), aluminum, bronze, and babbitt. The
-lg-
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cast iron is usually found in frames, crankcases, blocks, cylinder heads,
pistons, and flywheels and in small castings such as pump bodies, brack-
ets, and covers. The steel component is usually found in crankshafts,
connecting rods, piston pins, camshafts, bolts and nuts, valves and
valve gear, and injection pumps and injectors. ,Aluminum is usually
confined to pistons in certain medium-speed and high-speed engines
and to a few lightly loaded castings. Aluminum comprises a very large
part of the V2-type engine, however, being found in the crankcase,
block, heads, gear covers, and clutch housing. Bronze is contained
in all engines in the form of :piston-pin bushings and other bushings.
Babbitt is used for connecting-rod and main bearing material in many
of the low-speed engines.
Inputs for the production of engines for motor vehicles, tractors,
and tanks are usually included in reports on these industries. The in-
puts for the 1952 Soviet production of 2.35 million hp of diesel engines
other than for motor vehicles, tractors, and tanks are as follows:
Labor
Iron castings
Steel
Aluminum
Bronze
Babbitt
V. Location.
30,000 man-years
x+0,000 metric tons
27,000 metric tons
3,000 metric tons
1,500 metric tons
135 metric tans
A. Geographical Distribution of Production.
In Appendix B, total Soviet production for 1952 has been
itemized by plant and plant location (economic region~~ and geograph-
ical coordinates). Table 6 Lists the location of the plants
?~ Labor inputs represent total labor consumed -?- that is, both
direct (production workers') and indirect (nonproduction workers`}
labor.
~' The economic: regions referred to in this repor?t are those defined
and numbered on CIA Map 120+8.1, 9-51 (First Revision, 7-52}, USSR:
Economic Regions.
~~ Table 6 f ol7.ows on p . 27 .
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producing diesel and oil engines for the general purposes of the
economy, and Table 7-~ lists the locations of the plants producing
engines for motor vehicles, tractors, and tanks. This information
is summarized by economic region in Table 5.
Summary of Regional Distribution of Diesel and Oil Engine Production
in the USSR
152
Thousand Horsepower
Economic
Region
General-Purpose
Engines
Motor Vehicle,
Tractor, and
Tank Engines
All Engines
Ia
56
1,100
1,156
IIa
6
0
6
IIb
0
148
148
III
561
1,707
2,268
N
7
0
7
VI
93
1,350
1,443
VTI
358
1,100
1?,458
VIII
o
4,974
4,974
Ix
1,200
810
2,010
Xb
32
0
32
XII
36
0
36
B. Economic Significance.
After World War II, diesel and oil engine prpduction was re-
sumed in the same plants which had produced engines during the Third
Five Year Plan, thereby utilizing the skills of the local population
as well as the available economic and technological support of the
areas. Other plants began the manufacture of diesel engines because
other enterprises of their ministries needed engines which could not
otherwise be obtained. The Borets Plant is an example of this type
Table 7 follows on p. 29.
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of engine production. It began building engines for oilf field work in
the postwar period when the Ministry of the Petroleum Industry could
not obtain sufficient engines for drilling and pumping work elsewhere.
WI. Intentions.
The USSR intends to expand its use and production of diesel engines.
The increased production of diesel fuel in the USSR indicates this
trend. By 1955 it is expected that more petroleum. will be consumed as
diesel fuel in the USSR than as either gasoline or kerosene. In 1950,
less than 8 percent of all petroleum consumed in the USSR was diesel
fuel, whereas by 1955 approximately 22 percent of all-petroleum con-
sumed will be diesel fuel. 22 One goal of the Fifth Five Year Plan
is to have all agricultural tractors built with diesel engines. 23
The output of :heavy, diesel-engined trucks has been accelerated.. Fur-
?thermore, it has already been announced that dur:Lng the Sixth Five
Year Plan the USSR will produce 2,000 Model TE-3 diesel-electric loco-
motives, each of which requires a 2,000 hp diese:L engine as com-
pared with the planned output during the Fourth live Year Plan
of 865 diesel locomotives none of which was larger than 1,000 hp.
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APPENDIX A
MINISTERIAL SUBORDINATION OF DIESELS OIL, AND GAS ENGINE BUILDING PLANT'S
IN THE USSR IN 1952
(Legend: D =diesel engine, 0 = oil engine,
G = gas engine)
1. Ministry of Heavy Machine Building.
Russkiy Dizel' Plant, Leningrad, D.
Dvigatel' Revolyutsiy Plant, Gor'kiy, D, G.
Mikoyan Diesel Engine Factory, Melitopol', D.
Kommunist Plant, Marks, D.
Dzerzhinskiy Plant, Balakovo, 0.
25 Oktyabr' Machine Building Factory, Pervomaysk, G..
2. Ministry of Transport Machine Building.
Kharkov Transport Machine Building Plant, Kharkov, D.
Kolomna Railroad Locomotive Plant imeni Kuybyshev, Kolamna, D.
Chelyabinsk Tractor Plant, Chelyabinsk, D.
Barnaul Transport Machine Building Plant, Barnaul, D.
Voroshilov Engine Factory, Leningrad, D.
Ural Turbine Plant imeni Kirov, Sverdlovsk, D.
3. .Ministry of the Automobile and Tractor Industry.
Altay Tractor Plant imeni Kalinin, Rubtsovsk, D.
Kharkov Tractor imeni Ordzhanikidze, Kharkov, D.
Lipetsk Tractor Plant, Lipetsk, D.
Minsk Tractor Plant, Minsk, D.
Stalingrad Tractor Plant imeni Dzerzhinskiy, Stalingrad, D.
Yaroslavl' Motor Vehicle Plant, Yaroslavl', D.
~+. Ministry of Shipbuilding.
Kirov Diesel Engine Plant, Bol'shoy Tokmak, D.
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5. Ministry of Agriculture.
Kazan' Machine Building Plant, Kazan', D.
Budennyy Engine Factory, Voroshilovgrad, D.
6. Ministry of State Farms.
Saratov Mekhanicheskiy Diesel Engine Plant, Saratov, 0.
7. Ministry of the Fish Industry.
Rybsudomotor Plant, Astrakhan', 0.
8. Ministry of Construction and-Road Machine Building.
Strommashina Plant, Andizhan, D.
9. Ministry of the Petroleum Industry.
Borets Pump Factory, Moscow, 0, D.
10. Ministry of the Meat and. Dairy Industry.
Riga Machine Construction Factory, Riga, 0.
11. Ministry of the Coal Industry.
Gorlovskiy Mine Equipment Factory, Gorlavka, 0.
12. Moldavian SSR Ministry of: Local Industries.
Bel'tsy Engine Factory, Bel'tsy, 0.
:13. Trade Cooperatives.
a. Karelo-Finnish SSR Administration of Industrial
Cooperatives.
Petrozovodsk Metal Factory, Petrazavodsk, D.
b. Astrakhan' Oblast Administration of Industrial Cooperatives.
Krasnyy Metallist Industrial Artel, Astrakhan', 0.
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1~+. Local Industry.
Kabardinskaya ASSR. Office of Krasnodar'skiy Kray Local Industry.
Krasnodar Zapehast' Plant, Krasnodar, 0.
15. Plants of Unknown Subordination.
Engel's Machine $uilding Plant imeni Ordzhonikidze, Engels, D.
Kirov Machine Building Factory, Tiraspol', 0.
30th Anniversary of the Komsomol' Factory, Melitopol', 0.
Tambov Mekhanicheskiy Diesel Engine Plant, Tambov, 0.
20th Anniversary Turkmen SSR Machinery Factory, Ashkhabad 0.
Instrument Factory, Frunze, 0.
Molotov Plant, Khabarovsk, 0.
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.APPENDIX B
GEOGRAPHIC DISTRIBUTION OF PLANr.CS
Table 6
Geographic Distribution of Plants in the USSR Producing Diesel and Oil Engines
Except Engines for Motor Vehicles, Tractors, and Tanks
1952
Economic
Geographic
Annual Output
(Thousand
Region
City
Plant
Coordinates
Horsepower)
Ia
Petrozavodsk
Petrozavodsk Metal
Factory
61?~+7'N=3~+?21'E
1.5
Ia
Leningrad
Russkiy Dizel' Plant
59?56'N-30?20'E
55.0
IIa
Riga
Machine. Construction
Factory of the
Myasomolmash Trust
56?59'N-2~+?09'E
6.0
TII
Bel'tsy
Bel'tsy Engine Factory
~+7?~+6'N-27?56'E
2.5
III
Bol'shoy Tokma,k
Kirov Diesel Engine Plant
~+7?l~+'N-35?~+~+'E
30.0
III
Pervomaysk
25 Oktyabr' Machine
Building Factory
~+8?03'N-30?48'E
25.0
III
Voroshilovgrad
Budenr~,yy Engine Factory
~+8?34'N-39?20'E
30.0
III
Kharkov
Transport Machine
Building Plant
~+9?58'N-36?15'E
350.0
III
Tiraspol'
Kirov Machine Building
Factory
~+6?50'N-29?37'E
12.0
III
Melitopol'
30th Anniversary of the
Komsomol' Factory
~+6?5O'N-35?22'E
12.0
III
Melitopol'
Mikoyan Diesel Engine
Factory
~+6?50'N-35?22'E
75.0
III
Gorlovka
Gorlovskiy Mine Equip-
ment Factory imeni Kirov
~+$?18'N-38?02'E
25.0
IV
Krasnodar
Krasnodar 7,a,pchast'
Plant
~+5?o1'N-38?59'E
7.0
VI
Engel's
Engel's Machine Building
Plant imeni
Ordzhonikidze
51?3o'N-~+6?o5'E
6.0
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Table 6
Geographic Distribution of
Except Engines
Plants in thE> USSR Producing Diesel and Oil Engines
for Motor Vehicles, Tractors, and Tanks
1952
(Continued)
Economic
Geographic
Annual Output
(Thousand
Region City
Plant
Coordinates
Horsepower)
VI
Marks
Ko~nunist Plant
51?42'N-~+6?~+6'E
36.0
VI
Kazan'
Kazan' Machine Building
Plant
55?~+7'N-~+9?08'E
12.0
VI
Saratov
Saratov Mekhanicheskiy
Diesel Engine Plant
51?32'N-~+6?Ol'E
12.0
VI
Balakovo ~
Dzerzhinski.y Plant
52?03'N-~+7?J+8'E
12.0
VI
Astrakhan'
Rybsudomotor Plant
~+6?21'N-~+8?02'E
12.0
VI
Astrakhan'
Krasr~yy Metallist
Industrial. Artel
~+6?21'N-~+8?02'E
3.0
VII
Gor'kiy
Dvigatel' Revolyutsiy
Plant
56?18'N-~+~+?02'E
65.0
VII
Moscow
Borets Pump Factory
55?40'N-37?~7'E
80.0
VII
Kolomna
Railroad Locomotive Plant
imeni Kuybyshev
55?06'N-38?~+7'E
200.0
VIT
Tambov
Tambov Mekhanichesky
Diesel Engine Plant
52?43'N-~+1?27'E
13.5
IX
Barnaul
Transport Machine Build-
ing Plant
73?2o'N-83?~+8'E
1,200.0
Xb
Andizhan
Strommashin.a Plant
x+001+7'N-72?20'E
20.0
Xb
Ashkhabad
20th Anniversary Turl~nen
SSR Machinery Factory
37?57'N-58?2~+'E
6.0
Xb
Frunze
Instrument Factory
~+2?53'N-74?35'E
6.0
XII
Khabarovsk
Molotov Plant
~+8?28'N-135?05'E
36.0
Total
2,350.5
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Table 7
Geographic Distribution of Plants in the USSR
Producing Diesel and Oil Engines for Motor Vehicles, Tractors, and Tanks
1952
Total 11,311
a. Tank engines are produced at the Kharkov Transport Machine Building Plant imeni
Voroshilov, Chelyabinsk Tractor Plant, and the Ural Turbine Plant.
b. This figure includes both tank. and tractor engines, of which tractor engines
amount to 1,674,000 hp.
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.APPENDIX C
METHODOLOGY
The production of diesel and oil engines in the USSR during the post-
war period was obtained by an examination of plant studies and of the
requirements for diesel and oil engines in the Soviet economy. No
analogy to US practice has been used anywhere in the development of the
statistical results in this report. Some research in US practice was
made in order to evaluate the technological level of the Soviet industry.
The methodology employed in making quantitative determinations in var-
ious sections of the report and in the appendixes is described in the
text.
The original contribution of this report consists of the estimates
of output of diesel and oil engines for the general purposes of the
economy. The total output of diesel and oil engines is also presented
by introducing into the report, from the work of others, the output of
diesel engines in the motor vehicle, tractor, and tank industries.
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APPENDIX D
GAPS IN rN'TELLIGENCE
25X1 B
'25X1 B
Information on the production of oil and diesel engines in the
USSR has not been made available by official announcements for many
years. Even Plan figures and percentage fulfillments are lacking
since the lq~+l Plan.
More information is needed on certain critical plants such as the
Kolomna Plant, which produces submarine engines; the Kharkov Plant,
which produces locomotive diesels; the Barnaul Plant, which produces
almost 50 percent of the total national output of industrial diesels;
and the Borets Plant, which produces diesels for the oil industry.
dustry, in addition to an estimate of the total number of engines
mounted in the chassis of trucks and tractors.
would permit an estimate o~' the quan
of industrial diesels produced by the motor vehicle and tractor in-
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APPENDIX E
SOURCES
This report is based on a direct study of the Soviet diesel engine
industry as described in Soviet books and periodicals. One major prob-
lem was to identify the engine models in current production and the
plants which produce them. Identification of engines in current pro-
duction was made primarily by a study of Soviet books and magazines in
the Library of Congress. The correlation of the engine models to the
producing plants was also lar ely accomplished from these sources.
FBIS extracts, and CIA FDD translations were
also useful in connecting eng ne mo e s with producing plants and in
determining which plants were producing engines in the postwar period.
A study of Soviet textbooks alone appeared to credit engine production
to some plants which on further study proved not to have resumed engine
production after the war.
References to intelligence reports are extremely few. In determin-
ing the Soviet capacity to produce tank engines, reference was made to
a CIA. report on the production of tanks. For tractor engines, similar
use was made of a CIA report on the production of tractors: ONI esti-
mates of naval shipbuilding in the USSR were used.
Evaluations, following the classification entry and designated
"Eval.," have the following significance:
Doc. - Documentary
A -Completely reliably
B - Usually reliable
C - Fairly reliable
D - Not usually reliable
E - Not reliable
F -Cannot be judged
1 -Confirmed by other sources
2 - Probably true
3 - Possibly true
~+ - Doubtful
5 - Probably false
6 -Cannot be judged
"Documentary" refers to original documents of foreign governments
and organizations; copies or translations of such documents by a staff
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officer; or information extracted. from such documents by a staff offi-
cer, all of which may carry the field. evaluation "Documentary."
Evaluations not otherwise designated are those appearing on the
cited document; those designated "RR" are by the author of this report.
No "RR" evaluation is given when the author agrees with the evaluation
on the cited document.
25X1A
1. CIA FDD, Translation U-2854, 29 Jan 1953, Dizelestroyeniye,
No. 7, Jul 1936, "Five Years of Work by Soyuzdizel'.' U.
Eval. RR 2.
2. CIA FDD, Translation U-2851, 29 Jan 1953, Dizelestroyeniye,
Nos. 7-8, Jul-Aug 1937, "Work Totals of Soyuzdizel' for the
First Six Months of 1937." U. Eval. RR 2.
~+. CIA FDD, Translation U-3318, 17 Apr 1953, A.A. Kokhtev,
Standard River Tugs and Barges, Moscow, 1948. C. Eval. Doc.
25X1 A 5 ' CIA. FDD, Translation U-2 5 29 Jan 1953, op . cit .
6.
7. Vestnik mashinostroyeniya, No. 1, Jan 1953, p. 7. U. Eval. RR 2.
8. Dizelestroyeniye, No. 11, Nov 1937. U. Eval. RR 2.
9. Ibid.
? ~~,,,~ 10. CIA FDD, Translation U-2851, 29 Jan 1953, op. cit.
25X1 B 11.
25X1A
CIA FDD, Translation U-2854, 29 Jan 1953, oP. cit.
14. CIA RR 37, The Role of the Tractor Industry in the USSR,
1940-54,.1 Aug 195. ~.
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15. CIA FDD, Summary No. 157, 5 Jul 195+, Pravda Ukrainy, 9 Feb
195+. U. Eval. RR 2.
16. CIA~RR 37, op. cit.
17. CIA~RR PR-25, The Tank and Assault. Gun Industry of the USSR,
STATSPEC 27 Feb 1953? S?
19. I.V. Abramov, Puti tekhnichesko o progresso v Sovetskom
mashinostroyeniy, 19 , PP? 153-155? U. Eval. RR 2.
20. CIA RR PR-25, op. cit.
21. Ibid.
22. CIA RR Research Aid, Civil Consumption of Petroleum Products
in the USSR, 19+5-55, 27 Sep 195 S, US OFFICIALS ONLY.*
23. Pravda, 30 Jun 1953. U. Eval. RR 2.
2~+. CIA. RR PR-25, op. cit.
CIA~RR PR-37, op. cit.
* Although this US OFFICIALS ONLY source is cited, none of the.
data used from it bears a US OFFICIALS ONLY restriction.
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