QUOTA FULFILLMENT, SHORTCOMINGS OF SOVIET RAILROAD EQUIPMENT PLANTS IN 1952

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000700110090-8
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 4
• Document Creation Date: December 22, 2016
• Document Release Date: September 14, 2011
• Sequence Number: 90
• Publication Date: May 11, 1953
• Content Type: REPORT

Declassified in Part - Sanitized Copy Approved for Release 2012/02/08: CIA-RDP80-00809A000700110090-8
CLASSIFICATION CONFIDENTIAL
CENTRAL SINTELLIGENCEO.AGENCY REPORT
INFORMATION FROM
FOREIGN DOCUMENTS OR RADIO BROADCASTS CD NO.
COUNTRY USSR
SUBJECT Economic - Technological, rail equipment
HOW
PUBLISHED Daily newspaper
WHERE
PUBLISHED Moscow
DATE
PUBLISHED
LANGUAGE
10 Feb - 11 Dec 1952
Russian
0I 1 $ 04010073 T ?[C[VT n .? ?!000i000 7(0.00 If
DATE OF 1951 - 1952
INFORMATION
DATE DIST, l~ May 1953
NO. OF PAGES 4
SUPPLEMENT TO
REPORT P.-O.
THIS IS UNEVALUATED INFORMATION
QUOTA FULFILLMENT, SHORTCOMINGS OF
SOVIET RAILROAD EQUIPMENT PLANTS IN 1952
5umbers in parentheses refer to appended sources.?
During 1952, some railway equipment producing and repairing enterprises of
the USSR have achieved success in improving their operations.(i); The Michur-
insk, Voronezh imeni Dzerzhinskiy, and Gayvoron locomotive repair plants and
the Ulan-Ude Locomotive and Car Repair Plant have been fulfilling their monthly
quotas for 10 months of 1952.(2)` The Poltava, Ufa, L'vov, Alatyr', and Pro-
letarsk locomotive repair plants and the Locomotive Repair Plant imeni Taras
Shevchenko have fulfilled their quotas for 11 months.(3) Of the car repair
plants, the Baku, Minsk, Oktyabr' imeni Kaganovich at Leningrad, Otrozhka,
Stryy, and Khar'kov plants have fulfilled their monthly quotas for 8 months (Ii),
the Ordzhonikidze plant for 10 months (2), and the Barnaul, Kiev, Darnitsa,
and Panyutino plants for 11 months of 1952.(3)
Within past months, the Kiev and Otrozhka car repair plants, the Tashkent
Railroad Machine Building Plant, the Voroshilovgrad Foundry and Machine Shop,
and the Ulan-Ude Locomotive and Car Repair Plant have made great strides in
improving their operations. The Ordzhonikidze Car Repair Plant reduced the
time between repair operations, the Panyutino Car Repair Plant began to repair
cars by the progressive method, an& the Khar'kov Locomotive Repair Plant suc-
ceeded in mechanizing its more difficult work.
Some plants subordinate to the Main Administration of Railroad Machine
Building Plants of the Ministry of Railways USSR also showed progress. The
Nizhnedneprovsk Switch Plant has fulfilled its monthly quota for 8 months of
1952 (1), the Kirov and Armavar railroad machine buildings plants and the
Murom and Petukhovo switch plants have fulfilled their quotas for 10 months (2),
and the Odessa, Tikhoretsk, and Zaporozh'ye railroad machine building plants,
the Voroshilovgrad and Kaluga foundry and machine shops, Kiev Transsignal
Plant, and the Gomel' Electrotechnical Plant have all fulfilled their plans
for 11 months.(3)
STATE
ARMY
CLASSIFICATION CONFIDENTIAL
NAVY NSR8 DISTRIBUTION
In1 AIR/\I FDI
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The Poltava and Proletarsk locomotive repair plants and the Panyutino Car
Repair Plant even began to exceed their monthly quotas.(1)
Despite these achievements, the locomotive and the rolling stock plants
are, on the whole, behind both in the fulfillment of locomotive and car re-
pair quotas, and in the production of car wheels.(l, 3) The Tambov Car Re-
pair Plant is constantly producing defective car wheel pairs.(5)
Some plant managers have become lax, have permitted their subordinates
to ease up, and have caused operations to fall below the 1951 level. As a re-
sult, many plants have been lagging and have not been meeting their quotas.
The Dnepropetrovsk Locomotive Repair Plant and the Alma-Ata, Mikhaylo-Ches-
nokovskaya, Moscow Pamyati 1905 Revolyutsii, and Roslavl' car repair plants
have not fulfilled their monthly quotas for 8 months.(l) The Tikhoretsk Loco-
motive Repair Plant and the Tambov and Novorossiysk car repair plants have not
met theirs for 10 months.(2) The Konotop, Daugavpils, Kaliningrad, and Lepaya
locomotive and car repair plants, the Chkalov, Novosibirsk, and Zaporozh'ye
locomotive repair plants, and the Anzhero-Sudzhensk, Bogotol, Kizil-Arvat,
Novorossiysk, Popasnaya, and Tambov car repair plants have not met their
quotas for ll months of 1952.(3) Although the Alma-Ata Car Repair Plant
failed to fulfill its quota for 8 months (1), it did show some noticeable im-
provements in its operations in October and November 1952.(3) The Daugavpils,
Tashkent, and Konotop locomotive and car repair plants have failed to deliver
any locomotives and passenger cars throughout 1952. The Konotop plant ful-
filled its repair quota only 90 percent for passenger cars and 83.9 percent
for locomotives up to December 1952.(4)
Not only have the Kaliningrad, Lepaya, and Daugavpils locomotive and car
repair plants been lagging in plan fulfillment (3), but the repair work done
at these plants is poor. As a result, locomotive terminals refuse to accept
locomotives outshopped by these plants as repaired and the locomotives are
forced to stand idle. Also, the Barnaul, Novorossiysk, Popaer-ya, and Tambov
car repair plants outshop cars which are not completely repaired. On every
car outshopped by the Tambov plant during the third quarter 1952, there were,
on an average, ten instances of incomplete repairs.(5)
In addition to the defective workmanship, a considerable amount of waste
takes place during the dismantling of cars at many car repair plants. As a
result, thousands of cubic meters of usable lumber have been wasted by these
plants in 1952.
Both the Main Administration of Locomotive Repair Plants and the Main Ad-
ministration of Car Repair Plants pay little attention to their lagging subor-
dinate plants. Some plant managers tolerate violations of labor discipline (4),
but the main administrations do not require them to rectify conditions in
their plants. The Rostov Locomotive Repair Plant, and the Alma-Ata, Moscow
Pamyati 1905 Revolyutsii, and Popasnaya car repair plants have all been lag-
ging for some time in the . illment of their quotas because of the lack of
strong labor discipline. At the Moscow plant there are both loafing and in-
stances of leaving work early. Quite frequently the supervisors come late to
work. Neither the supervisory personnel nor the working force seem to take
the violation of discipline seriously. In some departments of the plant, work
has been reported completed when in fact that was not the case.
The Main Administration of Car Repair Plants has for several years been
discussing the possibility of repairing cars at the Popasnaya and Darnitsa
car repair plants according to the progressive method. A number of Stakhan-
ovitea and engineers from various plants visited the more advanced car plants
early in 1952 to study production methods and organization,(l) Engineers and
Stakhanovites from the Nizhnedneprovsk, Otrozhka, and Moscow imtni Voytovich
1
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car repair plants visited the Kalinin Car Building Plant (6); workmen from
the Novorossiysk and Zhmerinka car repair plants visited the Nizhnedneprovsk
Car Repair Plant, which is one of the most advanced enterprises in the rail-
road car repair industry. This plant repairs both two-axle and four-axle pas-
senger cars according to the progressive method.(7) Representatives from the
Konotop, Lvov, Daugavpils, Ulan-Ude, Tbilisi, and Tashkent locomotive and
car repair plants held a conference at the Vologda Locomotive and Car Repair
Plant to discuss methods of improving the quality of passenger car repairs.
The Vologda plant, which is an advanced enterprise, has rearranged its shops
into stripping, body and underframe, and assembly and repair departments.
Passenger cars are now repaired at this plant in seven positions, the cars
moving gradually from position to position. The conference disclosed that
even those passenger car repair plants which fulfill their quotas have seri-
ous shortcomings. During 4 months of 1952, additional repairs had to be made
on 29 passenger cars which were outshopped as repaired.(8)
Despite the fact that the engineers and Stakhanovites returned with new
ideas and a large number of drawings of various equipment and devices for
their plants, the Main Administration of Car Repair Plants of the Ministry
of Railways USSR did nothing to put their proposals into effect. Portyannikov,
chief of the Main Administration of Car Repair Plants, is making no effort to
acquaint the lagging plants with the experience and know-how of the more ad-
vanced car building plants. (1)
The railroads also frequently violate repair schedules of the plants by
not sending their locomotives or cars to be repaired. The Ufa, Voronezh imeni
Dzerzhinskiy, and Izyum locomotive repair plants constantly fail to receive
from the railroads locomotives for capital repair. Instead of receiving gon-
dolas and flatcars to be repaired, the Popasnaya Car Repair Plant receives
boxcars. Such action on the part of the railroads makes !t difficult for the
plants to set up repair schedules and to maintain an adequate supply of mate-
rial on hand.(4)
The Main Administration of Railroad Machine Building Plants of the Minis-
try of Railways USSR has also become the subject of a considerable amount of
criticism.(5) The Tashkent Railroad Machine Building Plant, Saratov Electri-
cal Plant, and the Losinoostrovskaya Electrotechnical Plant at Babushkin have
not been supplying parts for diesel locomotives. In each case there are vi-
olations of labor discipline.(4) The Leningrad Electrical Equipment Plant
has failed to meet its quota for 8 months (1), and the Tashkent Railroad Ma-
chine Building Plant for 10 months of 1952.(2) The Saratov Electrical Equip-
ment, Novosibirsk Railroad Switch Plant, Tikhoretsk Railrnad Machine Build-
ing Plant, and Korshunovka Foundry and Machine Shop have failed to meet their
quota- for 11 months-(3) The Novosibirsk Railroad Switch Plant has been lag-
ging because of the lack of strong labor discipline.(l)
A number of the plants subordinate to the Main Administration of Railroad
Machine Building Plants are not striving to attain a high quality of produc-
tion.(5) Some of the machine building plants are shipping unassembled auto-
matic train stops, steam boilers, and other items to their consumers. As a
result, some of the locomotive plants which received boilers 18 months pre-
viously are still unable to install them on locomotives because of the lack
of other parts. The same is true of train stops; these cannot be used by the
railroads for months because of the lack of some part.(4) In August 1952,
the NizhnedneprovskRailroad Switch Plant shipped tc the railroads defective
switch frogs which had to be refused by the inspectors of the Ministry of
Railways. The Darnitsa Spare Parts Plant shipped poor spiral springs. The
Saratov Electrical Equipment Plant is also producing a considerable amount
of defective equipment.(5)
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bliab Foun ?"" "'"" " ?~vrncea in 1y5k! at the Lyu-
dry and Machii,e Shop imeni Kaganovich, but the enterprise has over-
expended me+ni_
because of a decline in labor and technological diacinline. Lo sesdfrom re
jects have increased to 1.5 times the 1951 losses.(l)
SOURCES
1. Moscow, Gudok, 10 Sep 52
2. Ibid., 11 Nov 52
3. Ibid., 11 Dec 52
4. Ibid., 9 Dec 52
5? Ibid., 24 Oct 52
6. Ibid,, 10 Feb 52
7. Ibid., 29 Feb 52
8. Ibid., 24 Jun 52
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