TRANSPORTATION - RAILROAD LOCOMOTIVES

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000600210315-9
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 4
• Document Creation Date: December 22, 2016
• Document Release Date: June 23, 2011
• Sequence Number: 315
• Publication Date: March 15, 1949
• Content Type: REPORT

Sanitized Copy Approved for Release 2011/06/24: CIA-RDP80-00809A000600210315-9
CLASr;,;~CATION CONFIDENTIAL
CE,.1 RAL INTELLIGENCE AGENCY REPORT
INFORMATION FROM
FOREIGN DOCUMENTS OR RADIO BROADCASTS CD NO.
INTRY TrS&R
SUBJECT Trao portetion - Railroad locomotive
HOW
PUBLISHED Monthly periodical
'h HERE
PUBLISHED Moscow
DATE
PUBLISHED February 1948
LANGUAGE Russian
I.,. OOCON[07 CORTAIOt INFON041IOI UPOCTIN, Me, NATIONAL OUP[Ndt
PI INK ONMINN MISS !1111% INK' N[AN.N0. OP 100100011 ACT 00
0. f. C., tI ANN t!'. A%ANINO[N. ITT T100SNIttION 01 TNd N[7t1d10N,
01..116 *NuNH IN AN7 HANNIA 10 AN O%A0110%1[[1'IIttON 111 PNO?
DATE DIST. !'March 19119
SUPPLEMENT TO
REPORT NO.
SOURCE Zheleanodoroahnyy Transport, No 2, 1948, (Translation requested.)
LMS MAINTENANCE. WNGER RUNS
INCREASE OPERATIONAL PERIODSS OF 1000MOTIVES
Locomotive Men Attempt Completion of
Five-Year Plan in Four Years
B. Podahivalove, Gen Dir
Rolling Stock 3d. Rank
Chief, Main Admin of
Locomotive Management
V. I. Yushko, a locomotive engineer of the B^gotol roundhouse on the Kraeno
yarsk Railroad System, initiated the competition smong locomotive man for ful-
fillment of the Five-Year Plan in 4 yuars. He completed 120,000 kilometers of
his 1947 quota by 12 October and by 1 Jenuary 1948 was 26,268 kilometers ahead
on his 1948 obligv,tion. 4 Tula roneihcuei locomotive engineer on the Moscow-
Kursk Railroad System oompletsc'. 2 years' distenoe,, 163,000 locomotive kilometers
by 23 July 1947. A Zl.lovo roundhouse engineer on the Tranebaykal Railroad
System ran his locomotive 265,000 kilometers in 22 months.
There has been good response among engineers on the Omsk, Leningrad, Estonian,
North Donate, Transcaaoasnc, Orenburg, Ashkhabad and Western railroad systems.
Dissemination of Tushko's ideas has teen unsatisfactory in a number of railroad
okrugs and systems, among which are the Southeastern, Brest-Litevek, Koval',
Sverdlovsk, imeni V. V. Kuybyshev, Oleasa, Tashkent, North Caucasus and the
Moscow-Donbass railroad systems.
It has been shown that under normal operating conditions the effective
operating time of the locomotive can be considerably increased Yushko
lengthened the effective operating time of his ., omotive by increasing the
run between overhauls from 90,000 to 100,000 kilometers. At this rate the
number of overhauls in iesre will. drop from 16 to 6, Increasing the operat-
ing time 35 days, where 31 days are allowed for an overhaul, By iooreaein
his operating speed and reducing fueling time, he out the turnover time of his
locomotive by 3 hours, giving 31 days more operating time per year. Cutting
down idle time in washing by 2 hours sawed 8 days per year.
_ CLASSIFICATION CONFIDENTIAL
MAYr Msaa T~ DISTRIBUTION
IUR Fel -I
50X1-HUM
Sanitized Copy Approved for Release 2011/06/24: CIA-RDP80-00809A000600210315-9
 Sanitized Copy Approved for Release 2011/06/24: CIA-RDP80-00809A000600210315-9 R
Yushko found that the run between medium repairs could be increased to
300,000 kilometers. He and nts followers have refused capital repairs ,due
them by virtue of their locomotive mileage. By cutting out one capital repal.r
and two medium repairs during the Five-Year they are gaining 30 days
additional operating time.
Hundreds of engineers have succeeded in lengthening the run between capital
repairs. A locomotive from the Yaroslavl' roundhouse went more than a million
kilometers without capital repair, One SU locomotive, No 20..91, from the
Ulan-Ude roundhouse on the East Siberian System ran 1,300,000 kilometers without
capital repai?.,
It Is clear that every engineer should be able to accomplish a 1949 run of
90,000-100,000 kilometers. The number of locomotives operating on schedule must
be raised 40 percent over the park now in use, and the idle time of locomotives
on tracks of technical stations must be cut to 0.7 hours.
Increasing the length of run between overhauls is vital. The 40,000
kilometers quota for overhaul interval, established in 1941, should be
revised for 1948-1949 to not less than 60,000 kilometers, corrected for road
profile, weight of train, and climatic conditions.
Mileage competition results are not posted often enough. If quote
fulfillments are only posted at the end of each month, the engineers lose
eight of the urgency of total distance run, the most important Index of
locomotive operation. Results should be posted every day.
The use of bard insets on flange shoes and beading of tires with rolled
iron should be widely introduced. Each of these measures will give an
additional 18,000-20,00) kilometers operating distance.
Among the best overhaul shops in the 1947 socialist competition were those
at LLkhobory, Borosten', Topki, Tbilisi and Chita,
The Likhobory roundhouse overhauls locomotives in 3 to 3 days. The heart
of tide repair shop is its machine forge (zagotovitel'nyy) shop, which eteau,ly
iupplies combination brigades with repaired and tested sets of wheels with axle
boxes and spring suspension, drawbars, valves, drive-shaft Drank arms, tender
trucks, injectors, pumps and pressure lubricators. The machine forge shop work
now accounts for 70 to 75 percent of the time spent in locomotive overhaul. The
rate of overhauls at Likhobory roundhouse is 6 to 7 locomotives per month per
brigade.
At the 3orcater' roundhouse one combination brigade Is overhauling 11
loocsotivee per month.
Amor the best washing brig.des are those at the Zima roundhouse on the
Feet Siberian Railroad System, the Barnau. roundhouse, and the Bbch3re rc ndhoaro
on the Belorussian Railroad System. The Shchore brigade Is composed of 15 men,
and has consistently surpassei Its washing norm 150-175 percent.
V. V. Sorotoheakc, chief engineer of the Iyut?lino roundhouse, has worked
out a schedule for handling basic parts and units of FD and E locomotives. He
organised special work places for repair of pistons, valves and crossheads, and
equipped them with pneumatic hoists. He mechanised hoisting in the drawbar
section of the machine forge shop, set up crane jibe with pneumatic hoists In
the axle-box section and worked out an arrangement for wheeling out and trans-
porting wheel pairs from FD locomotives from the hoist shop (teeth pod'yemki)
acro5a the .utirntable into the mechanical shop and back.
Sanitized Copy Approved for Release 2011/06/24: CIA-RDP80-00809A000600210315-9
 Sanitized Copy Approved for Release 2011/06/24: CIA-RDP80-00809A000600210315-9
ping and hanging steam-air pumps. He has rei?.= ?d compressor blasting with blast-
ing by individual blowers, thus creating normal crn,'I.tione for boiler-makers'
work.
Senior engineer of the technical bureau of the Yaroslavl' roundhouse has
installed a crane beam in the ,o.ial' shop, set up an unbroken series of- presses,
among which is ooe for spring plates, and et up e travelling hoist for strip-
Requisite conditions for the above rate of output are interchangeable b~.sic
parts, maximum mechanization of all repair operations, and use of experimental
brigades in key roundhouses for testing new devices. Washing locomotives prior
to repair should be practiced in all roundhouses, current stocks of wheel pairs
should be replenished and tire forges should be installed at the larger repair
shops.
Comrade Gain, a lathe hand at the Likhobory roundhouse, fulfilled his
quota for machining parts of automatic brakes 300-500 percent, using series
machining, special devices and tools. He reduced machining of pump rings tb
one quarter the usual time by means of a device holding 50 rings at once. In
ell he has over 20 devices,?of which 11 are for machining automatic brake
parts. One 1L.-he hand now does the automatic brake part machining formerly
requiring three turners.
per month, and the rate of washing 18.3 locomotives per month per brigade. The
beat brigades, however, are turning out 8-10 overbauls and 25-30 washings.
The monthly rats for one combination brigade by the end of 1949 should be
as follows: overhaul, 5 series F^J and SO, and 6 locomotives of other types; and
washing, 20 PD and SOk, and 25 locomotives of other types.
Locomotives are overhauled in 36 hours at the Vitebsk roundhouse. At the
present time the rate of overhaul for one combination brigade is 4.2 locomotives
Chief engineers and production technical sections should see that each
innovations are put into practice in their roundhouse..
Efficiency Briaadoe
In the 1947 drive to improve the locomotive park, 50 efficiency brigades
were in action.
axle-box ootters and cover plates, and organized a technological process for
repalr~.ng inkactors.
Not all brigades worked well, however. At the Kuybyshev and Orenburg
roundhouses the brigades performed badly and failed to fulfill their basic
organisational and technical task.
Iu 1946, the remarkable repair methods for var-damaged locomotives at the
Tivoshevskaya roundhouse on the Worth Caucasus railroad system recei'"d wide
dissemination. They were also applied to locomotives which had for a _oag time
At the Novosibirsk rbundhouse the efficiency brigade Introduced machining
of LTD locomotive cross-heads with one machine, highspeed setting of silo bt,aringe,
17.7 hours in September, 17.7 hours in November and 15.4 hours in December.
days at the beginning of 1947 to 4.4 days in September, ' - in November and 3.ts
in Decetler. The idle time is wasning was out from the original 34.2 hours to
been waiting for factory repairs, and to the restoration and repair of equipment.
The Timmashevskaya method was used to repair 667 locomotives in 1946 and 943 in
1947. All locom_tives damaged in the war should be restored by the end of 1949.
Damagcd locaaotivee should be distributed among railroad and locomotive
repair plants. Bah railroad should have a plan for restoration of locomotives
during the current year. Depending on the number and type of the damages
Locomotives, the railroads should make provision for the necessary parts
beforehand and arrange to have xork done elsewhere which they cannot do themselves.
-3-
CONFIDENTIAL
Sanitized Copy Approved for Release 2011/06/24: CIA-RDP80-00809A000600210315-9
 Sanitized Copy Approved for Release 2011/06/24: CIA-RDP80-00809A000600210315-9
cOVIDENTIAL
Flxelin~ of Locomotives
cra
The time consumed in fueling locomoti
meutor andling must be cut 15 percent during
n :aria i of coal by bucket crane to
1948 and 1949, bringing the time
a system-wide average of 48 and 1.o ainatea in 1949. The
monthly average amount of fuel handled per worker should be 320 tons in 1948 and
340 tons in 1949. Loading and unloading of fuel at storehouses should be
95 percent mechanized and clinker removal 80 percemechanized.
Water Supply Management
The key men in management of water supply are the senior foremen at water
supply points and engineers of pumping stations. Unproductive expense of
water must be eliminated and, leakage of more than 3 percent of water delivered
will not be tolerated. Running repairs of water supply equipme,-.. should be
done by the attending staff. A saving of fuel in pumping stations of not lees
than 5 percent must be accomplished by the broad-scale introduction of thermo-
technical measures and maintenance of equipment in good working order.
Centrifugal pumps should be operated 25,000-27,000 hours between capital repairs
with careful observance of periodic inspections and preventive repair..
Ileotrio boson Manaptessent
The key men in the electric power management are the engineers, mechanics
and foremen of electric power stations. During 1948-1949 they must see that
fuel consumption in Diesel, electric power stations does not exceed 0.41 kiln-
gesm per kilowatt-hour in stations of more than 500 kilowatt output, and 1.3
kilogram per kilowatt-hour in looomobile power stations. These standards have
been established on the basis of performance by power stations at Bogotol,
Is6im, L'gov (slo).and Arohed.n. The number of hours of utilization at rated
capacity should be not less than 2,800 hours per year for Diesel electric power
stations of 500 kilowatt output, and 4,000 hours per year for locomobile
electric power stations, according to the practice of electric power stations
at Barabinek, Khabarovsk II and Buzuluk.
50X1-HUM
Sanitized Copy Approved for Release 2011/06/24: CIA-RDP80-00809A000600210315-9