500 - KILOMETER LOCOMOTIVE RUNS BECOME MORE IMPORTANT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000600330437-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 2
• Document Creation Date: December 22, 2016
• Document Release Date: August 29, 2011
• Sequence Number: 437
• Publication Date: August 1, 1950
• Content Type: REPORT

Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000600330437-0
COUNTRY USSR
SUBJECT Transportation - Railroads
HOW
PUBLISHED Thrice-weekly newspaper
WHERE
PUBLISHED Moscow
DATE
PUBLISHED 23 Apr, 24 May 1950
LANGUAGE Russian
O/ TM) 0MUt0 PTATU WRMI- T-- -. - .
0. S. C.. AI AND 1A. AA AMDM0t0. ITO TMANSMIUBOM 0M f0i arVILAT10M A MISIT" ?Y LAW I RIPSOD1CTTOU O/ TNIM -0A0 /t FAON ~no. 15
DATE OF
INFORMATION 1950
DATE DIST. J Aug 1950
NO. OF PAGES 2
SUPPLEMENT TO
REPORT NO.
THIS IS UNEVALUATED INFORMATION
500-KM OMETER LOCOMOTIVE RUNS BECOME MORE Il+IPORTATIT
DISCUSSES LOCOMOTIVE COMPETITION -- Gudok, No 49, 23 Apr 50
The collegium of the Ministry of Transportation recently considered the
progress of the socialist competition for 500-kilometer average daily loco-
motive runs. The collegium noted that this competition is of state significance
in that it permits the best utilization of basic transport facilities, in-
creases labor productivity, uncovers new reserves, and indicates methods for
accelerating freight car and locomotive turnaround time, as well as for the
improvement of other operations.
This year, carloadings are considerably above the prewar level, and should
in the near future increase even more. Thus to handle the increasing freight
will require the acceleration of freight car turnaround time and improved loco-
motive utilization. Acceleration by one hour of the turnaround time of all
locomotives would permit a reduction of operating expenditures of 350 million
r?.ibles per year and would increase the labor productivity of all locomotive
crews by 5 percent. In 1949, the average daily 1-)comotive run on the railroad j
network was increased by 18 kilometers over the 1948 figure and locomotive turn-
around time was accelerated by two hours.
Kotyash, head of the Western Railroad System, reported at the meeting that
the transfer of almost all locomotives of the system to the condense3 schedule
permitted the raising of the daily locomotive run in 1949 to above prewar.
Also, in spite of the fact that the work of the system has increased considerably
during the past year, the number of active locomotives on the pyssttem during first
being
quarter of 1950 was one third less than the 1948 figure. Less fuel is
Sys-
tem per unit of work than before the war. During 1949, the lsesis
handled 13,888 above-norm-Weight trains, in which 2,293,616 thtons of freight
were carried above the established norms.
Gundobin, head of the Main Traffic Administration, Ministry of Transportation,
reported that on the network, 425 stations issue guarantees on the quality os-
indus-
train work performed, and more than 50 percent of all trains made up
trial and freight stations are dispatched with guarantees. With the introduction
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of the summer schedule, the number of fixed-schedule (poyezd postoyannogo
obrashcheniya) trains will increase from 13 to 50 percent, and on some rail-
road systems will comprise as much as 60 percent of all the trains provided
for by the schedule.
Karpov, head of the Moscow-Donbass Railroad System, reported that, as a
result of the mass competition among workers of all transport skills, the eissys-
tem dispatched 1.7 million tons of Moscow coal above plan in 1949, and the system operated at a loss and received aid in 1948, in 1949 it reduced
the cost of freight hauling by 3.7 percent and realized a profit of some tens
of millions of rubles. At present, the system is effecting 42 percent of its coal
carloading and 48.2 percent of all train dispatching during the first half of
the day; 83 percent of the system's locomotives are completing tue norm for
average daily distance traveled and are operating on a condensed schedule. In
comparison with 1948, the work of the system increased 14 percent in 1949,
while the locomotive inventory was reduced by 22 locomotives. The earnings
of all locomotive engineers increased an average of 12 percent.
However, there are still more than a few railroad systems in the network
where the development of the movement for 500-kilometer average daily locomotive
runs is not given the necessary emphasis. Among these are the Kuybyshev, Sverd-
lovsk, North Caucasus, Orenburg, and Southeastern, and other systems. The nec-
essary effort is not being put into the operations of,train handling and loco-
motive servicing in turnaround depots. Also, in many cases, the few locomotives
operating on the condensed schedule are given such advantages as to disrupt the
work of the rest of the locomotive inventory; furthermore, managers often insist
on keeping an excess supply of locomotives.
The Main Locomotive Administration of the ministry drew fire for its method
of determining who is a "pyatisotnik" (locomotive engineer striving for average
daily locomotive runs of 500-kilometers or more) and who is not. According to
the administration, a locomotive engineer achieving a daily run of 500 kilometers
only once during a month and otherwise failing to complete the norm for average
daily locomotive distance traveled, is adjudged a "pyatisotnik," while a loco-
motive engineer who consistently exceeds the norm for average daily locomotive
distance traveled, but fails to achieve a 500-kilometer run in one day is not
a "pyatisotnik."
MINISTER REPORTS ON COMPLETION -- Gudok, No 62, 24 May 50
B. P. Beshchev, Minister of Transportation, issued a progress report on the
development of the movement for 500-kilometer average daily locomotive runs.
The statement declared that the collegium of the Ministry of Transportation
has established that the year's experience in the competition for 500-kilometer
average daily locomotive runs has opened up new possibilities for increasing the
average daily locomotive runs and for raising weight norms and the average speed
including stops of train traffic.
The collegium noted that the development of the movement promoted to a great
degree the improvement of locomotive utilization in 1949, when the average daily
locomotive run increased in comparison with 1948 by 8.4 percent and average speed
including stops increased by one kilometer per hour. Improvement of locomotive
utilization permitted fuel savings of above 500,000 tons.
On many railroad systems the movement has not gained widespread utilization
because of underestimation of it on-the part of some administrators, failure of
some managers to render the necessary assistance to the participating locomotive
engineers, unsatisfactory dissemination of the experience of the leading partici-
pants, incorrect making up of trains, weak organization of round-trip runs and
locomotive maintenance, and improper compilation of the month and 10-day opera-
tional plans.
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Sanitized Copy Approved for Release 2011/08/31 : CIA-RDP80-00809A000600330437-0