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December 22, 2016
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June 23, 2011
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March 15, 1949
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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 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