COMPARISON OF RAIL AND MOTOR SHORT DISTANCE HAULING COSTS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000700070099-4
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 3
• Document Creation Date: December 22, 2016
• Document Release Date: August 19, 2011
• Sequence Number: 99
• Publication Date: June 18, 1952
• Content Type: REPORT

WIWI I Sanitized Copy Approved for Release 2011/08/19: CIA-RDP80-00809A000700070099-4
CLASSIFICATION COTIIrIDE IIAL
CENTRAL N EL G NCE AGENCY
INFORMATION FROM
FOREIGN DOCUMENTS On RADIO BROADCASTS
COUNTRY USSR
SUBJECT Transportation - Motor, rail
HOW
PUBLISHED Monthly periodical
WHERE
PUBLISHED Moscow
DATE
PUBLISHED Max, Jh::l.951
LANGUAGE Rise Lan
Txlt xMxx Sllr COxTap groSYAnoS UISttISO TxS x.noxa U[r[x,E
Or TO! UNPIN! STAINS WITHIN TOE BANIMS or SSr104SS ACT SO
x. c. C.. SI .xo I S U MAINE! PINNUNSSBAOx on txl Spil.n O'
or m wxnxIN a MT x.Mn m .x ux.. o ra,ox a rxo
xumo n ..~. .cnoournox or txu o.. ..
onwno.
CD NO.
DATE OF
INFORMATION 1949 - 1951
DATE DIST. Jun 1952
NO. OF PAGFS 3
SUPPLEMENT TO
REPORT NO.
COMPARZSOq OF FAIN AND ,MiIT;TR SHORr_D.rSTAcE 5AUI-.I:G CTS
Because of the higoer o'cete iTcive_d In short d.iAtR.nce bau fsg of freight
by rail, aP conr,.,.rei with su_.tr. Gy Moto-, Soviet motor traas'o.rt is faced ,_.th
relieving the rgil.rosri =ysten ..j tnu_ir thi- type of freight.
Between 25 and 27 oerrert. ;,f' .he entire volume of freight baiLed by rail
is over short diet:an-es Of the ttts_ fceiq.t t'7.710'?er. 7$
diatancee of .iee< tden '0 phan 5 is over
xUameter-. :2. per-e^.t, over t
;ees r,*? 50 kilo-
meters, and. percent over :e- tO i ki.1cmeters Only ;-?1O percent
of the over-el:. time of 5hnrt??distsnre "Z,- -pent in mo omen be remainder
is spent in layover d:tr og .os?t:ng sci ~:.:c?a'iit . sv1?cb:.n.~,nd making up
trains. It cost: three tc f,:,--r t?me> m'?- you freight -" L.11ometers than
700 kilometers.
The greatest le_;ay in -e.r tern:.. n_c_+ takes P!3-e within the large rail
centers, mainly because of waittrg for tl-Cligt trains to pa=e. Al+.hots the
road distance from Lyuiertey tc ,.r:t,iL? i> :oo.:y 9,10 ki oeetere, molding sand
from the I,yuber'tsy quarries it tsu_ei to iyiblioo by two different railroads,
and car tnrnarotinl. via the Moi,ov Inter Feat Line takes days. At present,
the road from Lyuter?Yy to 1yublt?0 i_ imps>iec?Le_ for motor veb.icles, but a
little road contraction work woo.-_d peo-zut Ir?ie.ht iu to haled between these
two points by taurk in ,ho,irs. A c =iderst a part of the aemrnt`ahi ed
by the Pci.ol'ak cement F:ant is ft,:- ic
ccas+:?;r-t.inn -ties sad entenrisee which
have no sidings. As a `t ,a_,t . it 1- ~c._oadei into 1evatore st ?Soskva.Tovarnaya
Stat}lon, October Fai.lroad Sytt.:.m, and frog there it Ic hs'i:_ed to the eonstruc??
tion sites and =...etp:i ea tv motor t-an.?Y-tt
STATE
ARMY
DISTRIBUTION
H
Sanitized Copy Approved for Release 2011/08/19: CIA-RDP80-00809A000700070099-4
 Sanitized Copy Approved for Release 2011/08/19: CIA-RDP80-00809A000700070099-4
In 1949, rail and motor transport rates were changed, resulting in increased
rail rates and lover motor transport rates. Despite this fact, rail rates are
still lower than motor rates. However, when the to-and-from-station hauling
costs are added to the rail rate, motor transport rates become loser than the
combined rail-motor transport rate. This can be seen by comparing Tables 2 and 3.
The effectiveness (of hauling over short distances by motor transport can
be seen from other examples. Since 1948. tire casings from the Moscow Tire Plant
have been hauled. to the Automobile Plant imeni Stalin by truck trailer in 1-1
hours, as compared to the i-lz days required by rail. By using the ZIS-1.50
truck and two trailers, an average of 65-68 tone of casings are hauled in 31-12
hours, thus relieving the railroads of five cars dai.ly.(1) In hauling yarn, the
capacity of a railroad car is used only ?5 percent, whereas the capacity of the
ZIB-5 track trailer is used 80 percent. A two axle railroad car, with 18-20
ton capacity, hails only 7 tons of yarn, while the ZIS-5 truck, with a 3-ton
trailer attached and having a capacity of 6 tons, hau',e s tons. In hauuing yarn
by motor transport, great savings are realized from the return of empty boxes
and containers, which are not accepted by the railroads f)r return, but must
be dismantled into bosrds.(2)
Despite these advantages, the change-over from rail to motor hauling over
short distances has not been widely adopted As can `+e seen from the follow-
ing tables, current motor rater are not the reason why motor transport has not
relieved the railroads of short-distance haul; because, in some instances,
motor transport ceets are below rail costs esrsn st c?.arrent rates. One of the
main reasons why interregional hauling ev t.i :k has not teen adopted more
widely is the lack of common carrier motor transport specialising in inter-
regional hauling. l i
There are several shortcomings in motor transport which first must be eli-
minated.. 'in a number of motor asteria_ and labor are used inefficiently.
This is evidenced by poor prod'.ctioo, few runs before repairs become necessary,
and uneconomical use of fuel, tires, and ware party. There are sharp varia-
tions both in annual output per 'on of a vehicle'- carrying cspscity and in
hauling costs. For example, the output varies from '=,000 to 10,000 ton-kilo-
meters, while the cost per ton?kltometer veri?e from 45 scy,cks to 3 rubles.(2)
A motor pool hauls freight tetween regions only occasions Lly, or hauls it or
rejects it depending on it facIlitie-, type ri freia.ht, direction, etc. (1)
A considerable part of tics motor '?eh':c'.c f ,eet is perked outdoors during the
entire year. Also, lithe has r-een done to improve tire mileage, and organized
hauling and techni.a.l eervi^e on the main bighwsys are still actually a prob-
lem.(2)
In rail hauling, the supplier rs reason t'ls for both leading and. layover
time. In motor transport, the customer, not the supplier, is responsible for
loading, hauling, and unloading, and be =Et nay a fine in the event of above-
norm layover time. To establi'h motor transport interregional hauling, it will
be necessary to make the aupp.:er responsible for shipment, the transport or-
ganization re=_porlsiln:e for hau.ltng and expediting, and the customer for un?-
loeding:(1)
In the following tables 1`. h^?^,.nF, race for hauling freight by rail
and motor transport, by combined rail an, truck, and by track trailer, rates
are in rubles and are for bau.iing nne ton of the commodity listed.
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 Sanitized Copy Approved for Release 2011/08/19: CIA-RDP80-00809A000700070099-4
Table 1. Comparison of Rates for Hauling Various Freight
50 Kilometers by Rail and Motor Transport Before and After. 1949
(when new rates went into effect)
Rail Motor Transport
Pre-1949 Present Percent Pre-1949 Present Percent
Type of Freight Rate Rate Increase Rate Rate Decrease
Metal 1.65 9.0 445.4 43.0 5j.0 18.6.
kinerale and
construction
materials 2.0 4.4 120.0 38.4 31.5 18.0
Potatoes 2.88 8.8 205.6 38.4 31.5 18.0
Grain 2.88 9.0 212.5 38.13 31.5 17.4
Table 2. Costs of Combined Rail and Truck Hauling, i.e., Hauling by Rail 1rate
based on 50.-kilometer minimum7 Plus Delivery Distance to and From Station of 4,
6, and 8 Kilometers
4Km
6Km
8Km
Metal 18.28
19.6
21.0
Minerals and construction materials 13.15
14.34
16.6
Potatoes 17.55
18.74
20.0
Grain 17.55
18.94
20.g
Table 3.
Costs of Hauling Direct by Truck Trailer With Carrying Capacity of More
Than 4 Tons
`0 Km 20 Km 30 Km
40 Km
50 Km
Metal
Minerals.and
construction materials
5.4
8.78
12.53
15.55
18.72
Potatoes
5.4
8.78
12.53
15.55
18.72
Grain
5.4
8.78
12.53
15.55
18.72
SOURCES
1. Avtomobil', No 3, 1951
2. Ibid., No 7, 1951
CONFIDENTIAL
1
Sanitized Copy Approved for Release 2011/08/19: CIA-RDP80-00809A000700070099-4