NEW RAILROAD EQUIPMENT DESIGNED AND PRODUCED

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000600260801-3
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 4
• Document Creation Date: December 22, 2016
• Document Release Date: August 3, 2011
• Sequence Number: 801
• Publication Date: November 16, 1949
• Content Type: REPORT

Sanitized Copy Approved for Release 2011/09/13: CIA-RDP80-00809A000600260801-3
SUBJECT
HOW
CLASSIFICATION EGR "
CENTRAL INTELLIGENCE AGENCY REPORT
INFORMATION FROM
FOREIGN DOCUMENTS OR RADIO BROA 'CASTS
u,as
Economic - Railroad equipment
PUBLISHED Daily newspaper,,
WHERE
DATE
PUBLISHED 12 Aug - 12 Oct 1949
LANGUAGE Rnesien
0111 DaCODEMT C,NTAIIE INFORNAnOI IMCO RD TOENf NATOXAL ORPOINIORPOIILI
Of TOE DATED STATED WITHIN TAO NUANCE[ OF .1p-,.1 ACT fD
M. D. C. II AND MAN ANEROID. :TN TIANEJI5NIOX OD THE ISO,-O.
Of In COXT1070 II ANT MARERR CO AR ANADTOORIEOO IMRLON ID IRO.
MINITN0 RT LAW. NEPROOOCTION O! VAIN IOtt !f IROXIf1050.
CD NO.
DATE OF
INFORMATION 1949
DATE DIST. 14, Nov 1949
NO. OF PAGES 4
SUPPLEMENT TO
REPORT NO.
THIS IS UNEVALUATED INFORMATION
NEW RAII,ROAD T UVWn DE--C AND PRODUCED
WASTE BZ"T FROM TRAIN l P TO BE USED -- Gudok. No 116. ?A c,n 69
Twc engineers of the Moscow-RyaxanT Ra lroad System have euggneted that
the heat produced by the starting rediatances of blectric motor care be used
to heat the cars. In order to prevent a strong jerk when starting an elec-
tric train, rheostats are included in the circuit of the tra^.tion motors. In
each start, more than 2 kilowatt-hours of electric power are expended to over-
come the resistance of the rheostats. All this power is converted into heat
and serves no useful purpose. At the same time, to hoat the care of the train
in cold weather, a large amount of electric r ar is taken, especially out of
the circuit. On the electrified section of the Moscow-Ryazan' System, every
day 20,000 kilowatt-hours are used for this purpose. Daily expenditures of
electric power for the starting rheietate amounts to 18,000 kilowatt-hours.
The engineers have designed a heating hood for the rheostats which will
permit the heat to be collected. The hood consists of a welded body of angle
and bar iron with detachable covers made out of two layero of roofing iron,
botween which sheet asbestos in put. The hood installation does not interfere
with the operation of the rheostats and keeps out dirt, snow, and foreign bodies.
Under usual conditions the insulation of the rheostat boxes has to be wiped
about nice every 4 - 5 days. With the hoods the insulation has to be wiped
only when the periodic inspection is made, or once every 6 weeks. The hood has
two ventilating hoses which go beneath the seats of the car, and a long exhaust
hose fastened vertically to the partition between the car windows. Air I.
drown into the hood through the two ventilating hoses, washes over the not ele-
ments of the rheostats, and then goes through the exleust hose into the car.
The flux of heated air into the car in more than 12 cubic meters per minute;
this Is due to the difference between the levels of the exhaust and ventilat-
ing hoses and the difference in temperat'nro of the air in the car and the hood.
From 15 February to 15 April 1949 a motorized ca.:, equipped with a heating
hood was used on the Moscow-I aria' System. The
car was 4 - 5 1-0 a as iii~'~ than cars coupled t to o It temperature of the anir groups this
it heat by two g of
electric heaters.
- 1 - _?Ata
BZCRIQ
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tric power. Preliminary calculations indicate that on the Moscow-lyazen'
System alone, about one million kilowatt-hours of electric power will be
caved during the heating season. On all. electrified sections, the adoption
of the hoods would save about 5 million kilowatt-hours of electric power.
Beoides, thousands o^ electric heaters and hundreds of heating contactors
would be released. Ftpressed in monetary terms, the yearly saving would be
more than one millio rubles.
of eliminating overheating of the heating wire, a frequent occurrence when
electric heaters are used, which not only interrupts the heating of the car
but sometimes puts the high-voltage equipment of the car out of order.
the innovation can be used during the '19L49-50 season. --- M. Gamznlin, Chief
Engineer of Electrification Service, Moscow-Ryazan' Railroad System
NEW BALLASTING MACHINES Gudok, No 121, 9 Oct 49
The Northern Railroad System has been using ballasting machines for run-
ning maintenance of tracks. In 1.948 80.6 kilometers of track were raised
with the aid of ballast car-, and in 1549 the machines have been used to
raise 104 kilometers of track, a3 agai1st a planned 100 kilometers. On
sections where the ballast has become fouled or distorted, raising of the
.iaoa iv i:acYivu vui. uy llv 8u {.lut ul ev0 - jvv cubic ma.ern o 3rean aal-
last per kilometer. The layer of fouled ballast is removed, the track is
raised, and the ballast beneath the ties if! '.oocened. Equal amount of fresh
ballast are then put into the tie pockets. For cases of churning track or
where deformation of the profile is insignificant, the track is raised 3 - 6
centimeters and fresh ballast is laid, with up to 10C cubic meters of bal-
last being used per kilometer.
PLART PRCDIICE.S 17EFSt--TINE BEAD SHC' S -- Gudok, No 122, 12 Oct 49
Brake shoes made by the "Par7ati revolyutsii 1905 goda" Plant for elec-
tric motor care are unsatisfactory. They lack the necessary hardness and
t.re imperfectly cast, which makes it necessary to trim them before they can
be installed. All this causes a considerable increase in operating costs.
Expenditures for spare parts and materials for eacn 1,000 kilometere trav-
elled by en electric motor car amount to 147.5 rubles, and almost 90 percent
of this sum goes for brake choes.
In 1946 the Pererva Electric Motor Car Depot developed a steel-rein-
forced brake shoe of increased hardness. This new type of brake shoe has
a service life 400 - 500 percent grater than that of ordinary shoes, and
when a piece of the shoe breaks off it is held in place by the reinforce-
ment and does not fail onto the track. The directors of the "Psnyati revo-
lyuteii 1905 gods" Plant know about this innovation and in February 1949
decided to adapt it to their production. however, as yet they are still
producing the defective brake shoes.
ESta'IE1
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The Kryukovo Railroad Car Building Plant exceeded the prewar level of
production in 191+8. In the second quarter of 1949 production increased over
the first quarter by some hundreds of cars. The July and August production
p?ans were exceeded and the September plan is nearing completing. A conveyer
for assembling rolling stock put into operation by the plant has increased
production by 20 percent. A 1,000-ton press fn col stamping of parts has
the manufacture of gondola cars by 40 percent. The plant is preparing to
start production of large-capacity all-metal gondola care in the fourth
quarter.
The "Mashinostroltel'" Plant bas assembled a so-called bicycle crane
designed for use in washing repair of locomotives. The crane mechanizes
all-metal passenger care. Each car is divided into ten 4-seat compartments.
In the near future the care will be not into express service on the Moscow-
Sochi and Moscow-Kielovodek lines.
The first all-metal dining car is undergoing tests on the lines of the
Moscow rail center.
11VTSRhAL-CO USTION LC:OMOiIVES FOR SWITCHING -- Gudok, No 118, 2 Oct 49
In many stations M 3/2 internal combustion shunting locomotives, made
b. the Kaluga Plant, may be seen standing idle. This idleness is explained
by a lack of fuel, while the locomotives could be run on compressed gas, of
which there is an abundance. the amount of compressed gas needed to run one
of these locomotives is almost as much as the amount of gasoline needed, and
the gas is much cheaper. The gas, a waste product of petroleum processing,
could easi],y be transported in tank care or in gas containers. About 1;500
rubles would be necessary to convert the locomotives to gas. No changes in
the motor assembly would be required, and the machine would retain the t;oility
to operate on gasoline.
At the and of 1948 the entire park of shunting locomotives of the
Ordzhonikidze Railroad System was equipped with gas cylinders and converted to
gas. In 8 months this park processed 189,193 cars and saved 37,958 locmotive-
houre. The average cost of one locomotive-hour was 9 rubles 30 $opecks, about
one fifth that of a regular shunting 1o-omotive. To handle one car coet 2
rubles 68 kopecks, or one half the cost when a regular steam locomotive is
used.
The gas-powered locomotives have been used with great success in local
shunting In the stations of Kursavka, Karamyka, Nagutskaya, and Buynaksk. In
the stations of Groznyy and Ordzhonikidze they are used on spur tracks where
large locomotives cannot operate because of the condition of the track. This
year the coefficient of utilization of the locomotives in these last two sta-
tions has reached 0.70, which means that each machine works prods,ctively 16.8
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50X1-HUM
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BOITKR BLOWING-DOWN GUMS MROVENKST -- Gudok, No 118, 2 Oct 49
locomotives are blown down only by lover blowing-through valves or plug
cocks. This process does nothing to get rid of the concentration of impuri-
ties in the upper levels of the boiler water while the locomotive is in mo-
tion.
Some locomotive engineers use the Everlasting valve, installed in the
cylindrical part of the boiler, for blowing down the boiler before prolonged
ascents. This valve would be more useful if it could serve effectively the
upper levels of the eater.
Several devices have been developed for blowing down the upper levels
of the boiler water, and a small number of locomotives have been equipped
with them, with positive results.
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