SOVIET RAILROAD OPERATIONS IN 1953, PROPOSED IMPROVEMENTS

Document Type: 
Collection: 
Document Number (FOIA) /ESDN (CREST): 
CIA-RDP80-00809A000700200039-5
Release Decision: 
RIPPUB
Original Classification: 
U
Document Page Count: 
21
Document Creation Date: 
December 22, 2016
Document Release Date: 
August 31, 2011
Sequence Number: 
39
Case Number: 
Publication Date: 
August 23, 1954
Content Type: 
REPORT
File: 
AttachmentSize
PDF icon CIA-RDP80-00809A000700200039-5.pdf1.2 MB
Body: 
Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 STAT Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 SOVIET RAILRO.., OPERATIONS IN 1953. PROPOSED IMPROVEMENTS [Comment: This report presents the full text of a speech delivered 4 May 1954 by B. P. Beshchev, Minister of Railways USSR, at the opening of the All-Union Meeting of Workers of Railroad Transportation.] Comrades! The Communist Party and the Soviet State have always paid and still are paying a great deal of attention to the development of railroad trans- portation and to the elevation of' its work. This has been expressed in numer- ous party and state docwrents and in the utterances of the founder of the Soviet State, Vladimir Il ich Lenin. "The railroads," Vladimir I1'ich said, "are a kingpin, and one of the manifestations of the very close contact between the cities and the villages, between industry and agriculture, upon which socialism is founded. Railroads are needed to contribute to this unity for planned activity in the interests of the whole population." Developin these pronouncements of Lenin, J. V. Stalin repeatedly pointed out the significance of the work of railroad men and the need of creating in the Soviet Union a first-class railroad transportation system uniting the great regions of the country into one state whole. Therefore, one of the most important tasks of the Communist Party in the socialistic transition of the country is the constant development of railroad transportation, thereby making possible the constant and powerful growth of the productive forces of the Soviet State. basicD technical reconstructionrof'plans, the railroads `wasabrought about, ~trail- road construction was unfolded, and numerous cadres of specialists, capable of furthering the development of transportation, were trained. As a result of the i4 the freight turnover of treatao ilroads rgan` a inoldi "o,k of the party and the state, by 6.3 times. At the present time that level has been surpassed lbyemore than 12 times. Now the (usk Railroad System has the same freight turnover as all of the railroads of England, Belgium, and Holland taken together, and the Tomsk System as much as the railroads of Japan and Turkey. Soviet railroad transportation played an important role in fulfilling the five-year plans for the development of the national economy, successfully coped with tremendous and responsible tasks during World War II, and actively participated in the restoration and full development of the economy of the country in the postwar years. The constant improvement of the prosperity and culture of the workers is a foremost consideration of the Communist Party and the Soviet State. Resting upon the great foundations of Soviet socialistic construction, and upon the great successes achieved by our Leavy industry, the party and the state are encouraging the battle for a sharp uplift in agriculture and for accelerated development of the light industry and food industry to satisfy the demands of the population for consumer goods in the next 2 to 3 years. Sanitized Copy Approved for Release 2011/08/31 : CIA-RDP80-00809A000700200039-5 Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 ,This great program was laid out in the decisions of the 5th session of the Supreme Soviet of the IJOSFR, and of the September and Yeor?uary-March plenums of the Central Committee of the Communist Party of the Soviet Union. The tasks of railroad transportation in the contemporary period of Communist construction were established in the decree of the Council of Ministers of the USSR and the Central Committee of our _art:y on 6 October 1953, "Concerning the Furthest Improve eat of the Work of Railroad Transportation. in the Hauling of of Freight, especially ronsuner Goods." Before passing on to a detailed inspection of these tasks, it is necessary to consider the basic results of the work of the railroads in recent years. The 1953 state haulicd plan was comp'.etad 101. percent for car.loadtng and 101.1 percent for ton-kilometer;. Cerloadings in !.953 exceeded those of 1952 by 'i' percent. The diretlvec, of the 1)th Congress ~f the party provide for a growth in fonreight that of 35-40 percent by 1955 In comparison with 1950. one c3iders tat freight turnover in 1953 was 12.5 percent, and in 1954 will be not lean than 3) percent over the 19~') fiiurt the five-year plan. for freight turnover will beco 1, then i4 is obvious that the end of 19541. completed in4 It years [i.R. by The first aiarter 1954 carlouding plan wad fulfilled 100.2 percent. From October 1,953 ttuo?.rgh April 1954, ti railroads, in the course of exceeding the plan, loaded more than 600,000 cars of consumer goods and raw materials for the light industry and food industry toove the p1.,'). However, th,-se resuitc do no, give uc the right to slacken our efforts, especially since the railroads have still not truly felt the additional load which in the :(!a, future will .rise rrom the further elevation of socialistic economy. In freight ro;k, td.-,e railroads :till ore not ful.filling the hauling plan for some rood.;. ',:n the first lc.. rten of l 5k, 16 railrcai s cter.. did not fulfill the plan in tons and c_rs, in-lulling the Gor'kiy, North Caucarus, Volga, Krasnoyarsk, and Soerdlovt:k s sf _n::;. We have syet?'ms, dlvisi-ne, u:d stations which over it not r.et the haul in: ; laris for - ccc'in types of freight. For peiod of e am le months S haven Rai>sca3 S?~ vfreight. For example, the Stali ,stem, which serve, the greatest cetalliagical plants of the country, did not fulfill nor a 10-ninth 1riot in 1,;53 the plan for hauling ore. The Krasnoufir,cl, 0]vi:;iou, Kazan' Pailsoai ))'stein, one of o ue largest timber -loading unt:y, did r.:t ful l the e -io ' ad irk ;_an for _ for even a single rcuntlr of 1,)"J. A sit:flariy r:e,;li,Ccr.t attituIr toward the fulfiJlment of the plan exists regarding the loadin- of cnrsrm-er goods even at, stations of concentrated loading. For example, Ode;aa-'_cvainaya ,tal.Ion in February flail d to load an equivalent of 64 cars of various c.iaafactured products n? ?d fcsd,tui'f freight runounts to 23 cc Jiou rubles. If the acting chief oftthecsyt of this stem chenko, had directed nit so r,uc;h his words but his actions to the developme Sus- nthof freight lopl1nr', he certainly would have been able to find 64 boxcars on the system capable of' haulin; this fr?'i ht. Sanitized Copy Approved for Release 2011/08/31 : CIA-RDP80-00809A000700200039-5 Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 STAT L The responsibilit of vaTheus types for the faihue to fulfill the plans for the hauling e AdministrationeofoFreight hOperations danduthe Planning~oftHaulingl(chief,Main Potapov), and the Main Traffic Administration (chief, Karpov), who have not established the necessary strict discipline for the fulfillment of the plans for the presentation of empty cars, and who tolerate consistent failures to increase the car inventory of important loading systems. The plan for the delivery of cars on the whole i^ 1953 was realized only 89 percent, and in the first quarter of 1954 only 66 percent. Several systems consistently fail to fulfill the plan for the delivery of empty cars. Some of these are the Far Eastern System (chief, Sugak), the South Ural System (chief, Kalabukhov), and the Ufa System chief, Koshlyak\. Such dis- ruptions of state discipline cannot be tolerate4, In accordance with the directives of the party and the state concerning the creation of the needed conditions for fast haulin; of less-than-carload consignments and other exprese freight, 627 stations have been opened for the reception of ireight, and by the end of 1954 this figure will reach 1 stations. The rnunber of local d 0 Lstrnbutin cars has been doubled on the '3 ystems, the nuL:.ber of local trains has been increased, and more than 150 fast trains have been put into the haulin- r height ioperation. As a result of the accomplished measures, in average appr less-than-carload consignments has grown on the oximatnelyt30 of Percent aid to the deg op:a_ v systems. This undoubtedly was a great ht ,I-. turnover in the country. However, the existing shortcomings in the organization of hauling less- than-carload consignments and other express freight moot be noted. In spite of the significant increase in the number of containers, the plan for con- tainer hauling was not fulfilled either in 1953 or in the first quarter of 1954, and the turnaround of containers was below the norm. While attempting to eliminate these serious shortcomings, a task primarily ours, we must also increase our demands upon the shippers, upon whom in large part depn-nds the qualitative fulfillment of the hauling plan and the rational utilization of the rolling stock, i have in mind, first of all, the steady __,sentation of freight for hauling in the course of a month and in the course of 24 hours. The administrations of the systems and the divisions must increase their rcle in the organization through closer co- ordination between the railroads and the shippers, and by helping to improve the work of the sidings, where four fifths of all freight operations are carried on. In accordance with the directives of the 19th Congress of the Communist Party, the railroads must, in the Fifth Five-Year Plan, accelerate the car turnaround time by not less than 18 percent abo~, 1950. During 3 years of the current five-year plan, car turnaround time has been accelerated by 11.3 percent. However, the plan for car turnaround time was underfulfilled in 1953 by approximately one hour. The plan for accelerating car turnaround time was fulfilled in 1953 by. only half of the systems, and the Pechora, Kirov, Kuybyshev, Volga, Karaganda, North Caucasus, and Ufa systems even slowed car turnaround time as compared with 195?. The leaders of Lhese systems are paying little attention to im- proving the utilization of cars. Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 Car layover time has been reduced very slowly at loadint and unloading stations. In 1953, ca.- layover time was reduced by only .7 hours and was 2.3 hours higher than in 1940. The layover of cars from the completion of loading operations until the moment of dispatching amounts to 60 percent of the over-all time at loading and unloading stations. For the fulfillment of the plan for accelerating car turnaround time It is necessary, by the end of the Fifth Five-year Plan, to reduce further the car turnaround time no less than 6.7 percent so that we may not only completely fulfill but also surpass the plan. Another important phase of the F "th Five-Year Plan called for increas- ing the average daily locomotive run by not less than 12 percent in comparison with 1950. Three years of the Fifth Five-Year Plan have already elapsed and the run has increased only 4 percent, whereas the Far East, Transbaykal, Orenburg, and several other systems, are even below the plan for 1952. The unsatisfactory planning of work in the administrations and divisions of systems is one of the serious shortcomings interfering with the increase of the average daily locomotive run. Because of this, at various times in the terminals there are alternately surpluses and shortages of locomotives. This is also a direct result of c rejard of the norms of the technical plan and the traffic schedule of trains. Insufficient contact in the operational work of adjoining systems and divisions, and the absence of the needed control over them by various opera- tional administrations of the ministry, have impaired operations. The operational methods of the crews of the Nyandoma Division, Northern Railroad System, and the Kuloy Division, Pechora System, who began competition for exemplary work at junction points deserve the widest dissemination. In order to i.nczease the average daily locomotive run, it is necessary to reduce idleness and to increase the speed excluding stops. The level of achievement in operational work is determined by the perfec- tion and the observance of the traffic graph of trains. In 1950, the number of trains which operated according to the graph amounted to 66.7 percent; in 1953, 84.9 percent of all. trains operated according to the graph. On the Tomsk, Moscow-Kursk-Donbass, Far East, and a number of other systems, the traffic graph is fulfilled 90 p:; cent and more. However, not all systems have achieved such success, We till have a large number of leaders of systems, divisions, terminals, and stations, who underes tmate the organi- zational role of the traffic graph in the struggle for the most rational utilization of the capacity of the railroads and the technical means of transportation. It must be pointed out that in the formulation of the graph there is insufficient consideration of the txisting Possibilities for increasing the speed including stops and speed excluding stops, for the reduction of ex- tended train layovers, and for increasing train weight. In the 1954 traffic graph, the weight norms have been substantially increased. However, the train speeds have not been increased sufficiently. This means that serious measures are required for a maximum increase in the speed excluding stops and especially the speed including stops. It is also necessary tr inspect critically the system of calculating the fulfillment of the grap. _n order to prevent any loopholes for those who like to gloss over the actual situation. Sanitized Copy Approved for Release 2011/08/31 : CIA-RDP80-00809A000700200039-5 Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 The Proper maintenance of locomotives, cars, and track is a deciding factor in the steady operation of the railroads. Most of the locomotive and repair crews during recent years have brought about an improvement in locomotive maintenance. At the same time there are a number of unsatisfactory workers in systems and terminals. On the Omsk, Ufa, Banda, Fast Siberia, South Ural, and several other systems, the number of unfit locomotives far surpasses the norm. For example, at the Barabinsk Terminal, Omsk Railroad System, unfit locomotives surpass the norm by almost 5 percent. Here, repair layovers are extended and locomotive,- neten stop for repairs not prescribed in the plan. Analogous shortcomings exist at Dema, Chelyabinsk, Slavyansk, and a number of other terminals. locomotive layover; for washing and medium repairs often are double the time ormscr'fr the n fnr,nthe cn the and forional leg rear repairs, 2.5 times more than % them Andreyev where, over the i erienr_PS of the Kiev Terminal repairs dr alwa years, the layover of locomotives undergoing hac y? b? below the norm, has been poorly disseminated throughout the railroad lwawsrx. Ln 1y53 and the fi.r;a have essl9 i,_d rt_ quarter of 1951, the car :services of the s the requirement:;- for ksand repair of freight and ever at V of rolling stock and Ural.'sk, and a Passenger oars. However, at Vladimir, Yelenovk?, Tayshet, nunbev c: *_he. termjnei the leader ore not the fulfillment of' the clan. Pro idin3 for One of the existing shorty-oaiin6s in the work of ear men is the customary uncoupling of loaded defective ears not only from transit trains but also from trains locally loa:tsd. On the Karaganda Syettem, for example, almost half of all the oars whir: are uncoupled are those loaded on that system, and 90 percent of these are uncour:ied on the Karaganda Divlci.on, i. e., the division where they were loaded. Track rcrraie worn. to 195 permitted an increase in the speed of traffic over several thoucatid kilometers of track. Accordin6 to a numerical marking appraisal of the trade the condition has imr:roved. On the systems of the Urals, Siberia, and the Far East, the 1953 track repair plan was completed. However, several systems did not in :1953 make use of all. the Possibilities and, while curTaIning the plan for tle iayirl., of new rails, did not fulfill the plan for th.. capital and medium repair of track and the replacement of switches. A great shortcoming in the work of the plain Administration of Track and Structures and the road offices is a lag in the organization of current track maintcnar,c.e. On the Uorthern, Krasnoyarsk, Kazan', and several other systems, there is an intolerably high amount of rejects of rails and fishplates due to fractures and other defects. Preck creepage still remains a problem in some areas. This neglect in current track maintenance must be eliminated in the shortest possible time_ In the decision of the Council of Mini stet's USSR and tiu Central Coumtittee of the Coumuc'et Party dated o October 1953, it was stated that the increasing amount of technical equipment and the accumulated experience of the railroads permits the discontinuance of so-called seasonal work and permits year-round operations. Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 It must be pointed out that several systems drew th(. necessary conclusions from these directives and in the 1953-1954 t k was more rgular. In particular, such systems as the Tomsk, Pechora,Kazan'7, Moscow-KurskeDonbass, the Moscow-Ryazan', and several others, have made timely preparations for winter and have confidently increased their hauling tempo during winter conditions. However, during the second half of the 1953-1954 winter, operational work declined because of negligence in a nw.iber of systems and main administrations of the Ministry, the leaders of which failed to heed the warning in time and did not prepare for winter operations. This showed up in the quality of ful- fillment of the hauling plan for the first quarter of 1954. In particular, the chief of the North Caucasus Svs?cm, Gartsuyev, the acting chief of the Odessa-Kishinev System, Sushchenko, and the chiefs of the track offices of these systems made e-- preparation, for winter and did not provide for necessary operation and management during the period of frost. The Mainthe Administration of Track and Structures (chief, Podpalyy) and the Deputy Minister of Railways, Gavrilov, supervising track management, did not provide for the preparedness of track workers for winter work. The Ufo., Sverdlovsk, Donets, Stalin, and Gor'kiy systems considerably declined in the first quarter of 195) in the transfer of cars, which is a seri.aus impediment to the work of th. ieL. The Main Traffic Administration is slowly liquidating shortcomings in the distribution of the car park. The locomotive offices of the Omsk, Ufa, and a number of other railroad systems, did not provide during the winter for the constant work of the locomotive park and permitted instances of undersupply of locomotives for trains and violations of technical operating procedures. The KaragandL- and South Ural systemo tolerated train delays due to faulty cars. The shortcomings tolerated during the 1953-1954 winter must be analyzed carefully and both the crews and the administrations of the systems must be thoroughly preparec for uninterrupted work in the 1954-1955 winter. Special attention must be paid to the work of locomotive management, the proper working order of the locomotive park, the proper management of stations, and the completion of the plan for capital construction, primarily for the purpose of improving the capacity of the lines. How do things stand in regard to passenger hauling? In 1953, the passenger-hauling plan was completed 103.7 percent. But along with the growth of the material and cultural welfare of'the Soviet people, the demands upon the railroads both in regard to volume and quality of passenger hauling have increased. The experi,,nce of workers at passenger station buildings of Yar, Vladivostok, and elsewhere shows that even with the ex- pendtture of small sums it is possible to improve the condition of station rooms, platforms, and the area surrounding station buildings, and to improve the cultural service to passengers. We are continui.nc to receive from our industry all-metal cars which go to make up through trains,exoress trains, and other passenger trains, and we are increasing the length of electrified suburban sections. However, the service afforded passengers still is not satisfying the growing demand. In the directive of the Council of Ministers USSR concerning the maximum improvement of passenger service, it was pointed out that the Ministry of Rail- ways had not provided for the proper management of passenger hauling. This was particularly directed at the Kuybyshev, Kazan', Ufa, South Utal and Ordzhoni- kidze systems. . STAT Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 STAT trains. As a resalt of 6raxiic schedule of passenger poor educational work on the part of several economic leaders and political departments, and because of a lack of sufficient control on the part of the Main Passenger Administration (chief, Zaporozhtsev) and passenger offices, the intolerable facts of disruption of discipline, a rude attitude toward passengers, and poor condition of cars and station buildings have still not been remedied on the systems. The shortcomings must be eliminated as quickly as possible. We must immediately put into action the huge reserves for improvement of passenger service, increase in passenger train traffic speed, reduction of extended layovers, and improved formulating of the schedule and control over its ful- fillment. Something special must be said of our,3.ndustrial enterprises. We peceess hundreds of plants for the repair of rolling stock, for the product~.on of machinery, equipment, and spare parts, and for the production of construction materials, This is a great force, However, for some time now this force has not, been completely utilized. The Main Administration of Locomotive Repair and Car Repair Plants %chief, Paramonov) has not provided for the fulfillment of the plan for such important items as the capital and medium repair of locomotives, the medium repair of freight and passenger care, and tie,, repair of ref:-igerator cars and wheel fairs. The machine-budding plar.' successfully completed the 1953 plan. Never- thel.esc, they hav=? many serious shor.t.r.nmines In the organization of labor and the technology of production. What are t.},. r'ooit.e in regard to eanitel construction? In 1953, a r;?nider?_,l:le amount o money was invested in the railroads which rude it pcs::iLl,t to strengthen t},e 1,1-anaportation equipment and to cope with the growrnt!. _equire:amts for fre+_ght and passenger hauling. The general volume of these inv,-si:uents surpassed the crewar mnnunts by 75.2 percent in 1953, and In cc:mlarlson with 1952 increased 1? percent., However, the plan for constructn anti in='.=11ution work in 1953 was fulfilled only 93.8 Percent, and the plan for putting capacities into operation was only 8c percent fulfilled. The 1953 earl,; plan was crnaplet=l; fulfilled by only two construction administrations ?chiefs, Kabanov and Mukhin) [11. Idukhin, chief of the Main Administration fe:? Mechanization of Constru-tion Operational. The ;*,rratest rag ;n 195? welt tolerated by the Main Administration for Railroad L'cnstre t1 ii 'chlef. Smo: pool 0,0), which fulfilled the yearly plan by 39 Percent, and b?; th,= Alinictra;ion of Railroad Construction-Erection Offices and Trusts ?.chief, Sloskov), which fulfilled the plan by 83 percent. 11t 1953, .n,-arty halt' n1' alt consi;ruct on organizations did not complete the yearly p1 an MonL of the transportation construction organizations, even at the present Lime; have not eliminated shortccmiags in their work. The plan for the first quarter of 7951 was fulfilled by only 91.8 percent. A basic shortcoming in the work of transportation construction organi- zations is the uneatisfactory.introduction of industrial methods. Sanitized Copy Approved for Release 2011/08/31 : CIA-RDP80-00809A000700200039-5 Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 STAT One of the moot Important tars. of cor-atrur.tion organizations introductiort of eavar c,9 m the wi d th ' , e nlz. r-?i organizing labor, ha= been developed by e excavators Dr1 W nE:r; rmt;oa Bairhmanin, and by er er tors Konhchc-lev and Khala, k?, L-meoin, Vod ?tnik, and Babynin, and other innovators. Our '`x',eri'?nce hap chown that in all the branches of t-ansportation there are greatloter:In1 and 'rec:e:r,s; mak'ni possiblc a significant _ ty of hauling to moo, f,,Illy .rd national economy.,, b increase in the volume etter satiefv the growing needs of the (...neat [.,,tC-::T ie:-. f : I? t 1-: - work ; rc?r=_y. r.+., of th,. or g ae ;n the of operational b:."? g on many rai_roar ar, titzr.d L s ior. of pry er_t line cthe freight more -.har, ,_rf;.t~,rt??-nr~ - U' percent, e.e.. though the freight is ar_ne? b~?a - .. - r. ry p r toaeTou ug. Su:h a situation the ie of !n.,. of tn, tab:. D 9 traff__ chid le regard'ng primar'ly In. 1, 2f a t,. a. c.?_ c the fa;t that a oc_ of P't: + only onl mar a ret; _?3u:. 5 th< n a; yone h?,:. F t: of the line 2-4' t?r.?:. t.mF. thF a + v,t o I o! t -` =he- Foter.l f~l i-s created throe Bh imps srt m.; ? ;. y -, ain tE-- rs. rhi e Is very Inn- Fr`- .1m s ,?; : , .,, t ";, c r ' jt; However at the _ O-orb t: r . .. t, of the Ufa. , io'_ga, OWsk, South Ural, oc? K - r. v, a?n a rt:mte_ 5 r ^m e r. of other systems. whuc tt..?: traff i _g,~r:, k,:t there e are those from a --1 move-norm- Pezh a c.r tho f _ t `"s oa_m .~i o e r Orel, a i'o~ t ava Prop ,' a r- Agrvz. Ore-, and nd others. Blazrsr_n_r a _n r- r, - an :nZr K van:?? r=?aa Sa_onov. Grachev mot,; t?:, c_L- r a r. w in tr." _ l.Il:otion of the and ha:.. In rsc? basic ice proven that nds.2 ,: r v a - Oou 'lh Main Locomotive Stfn r Ma:n r z Ma: n P:.I . ration of Track and &dmn .rat!cn ar: ob,._gat_-d to promote uy traff i r:: r. dfS train .rt? max. _. ,ate^- -._ r _ ,_.. _.,., 'r. ~ ........,. _?.' - ;t .. arm!. . -:g fa- -,,or for the ice ac?._ ,. - -.h tl & iLK?iu L r i- ^ ?f, tr' Di.,t imL''vI't ar_t ?eTYC? This fir? of r B` r-r- a ?:e 'rF cr oar turnaround time, Many ' a - fi ' : - it r u 7 u i, i and freight stations. autamar h r ". n E tr emir mocarn technology, mot'v, a ? e = t -f t aka;r.g r LIFpIQn'. Switching loco- F:of ad er.cn__ cr. ncwe,'r, star, tuber of classifica- tion tat_oc the floa.tion hump ant the product.ivity of the c'assi r?to':rab--y low If on compares tte re=I't' of the wort of the hung yards at Chelyabinsk an. Nithnedneprovsk-?Uzel stations in the third quarter of 1?53 r t deliberately chose this period in older That ha z? not L n. war:r,,r W;.-6 r -,a b ,-:k t r-,I, a 24- _of antavera, of 95; w ;ry our pcr do: an average c .. _ r than at Ni:.hn _ 1n .rrcv_k. Tile time a;. the h' ,ni '' _ Frcduc:-,= labor ~l or,ar. ^a ~zp and forming trai::~'. at. h1ur- m.,, ! than n z.n=creprorsk was The:-0 arc i j Y ?;ar fcr -a h hum- yard Ocemotn, N_ohncdn?prov;k th :e ar- 2,1-2 rare for a-hil ocomotve at Sucvariance yvarianc while at work it-dexes of the omo tive. Sue works of xesiofbin-;: ,, -t-.-:nn= ar sH; from the fast that at the classification the attert-.on 1 n siperation prover progro-?a!-- mete, v to teanditht, methods of ootation utilized fo_ the pr?c ar,. not on adias5 and th,. +,-lr? of s,i_ccl-st,'_or of ?-ias.n-f_fa ~r ~~~^ n n Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 m-':.}:ani::e d hams rd and at all itfitlrr_?, as 7.t +_ _n N hn^..cr.~rravsk; z;.: r; - sv? at_ in c1ass4fi- cation capabil't'S9 to 21- ^=. .?:_^- Y,ct yari and a sharp redactor. in the layover of :ar= ar'vina for r,i~esif_cat~~r. . Cor.^er, !rg 11:- ,:oaev- r.r?j r ;erv:, at ..^ia=: ifinatdca otatton_, ertain name:hanired :rerd= cave 1. r rro?-iuctiv'~- : thin the mef:hanlced .. A r?.as`- t r^f r t -a? )f - h h,.th~urdc. h a rw. - . N!:.:or--Rvasan' Railroad Sy tem 'r},er r Nr_d a. ab-~D.`-v .rltolerable. Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 :.p: i root ! - ,'d- in 14;~.?es Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 The utilization o, the reaerve, of the railroad, for stcofethei cart turns round time ha. a Er_ atlonai sigtelficar;ca. 3: cost of the freight mass chloh is lc ated on the rol*_i nE is entrusted to us ,? stook of the railroads, and which is the railroad :rorkers, is valued approximately at 26 billion rubles. Cotse?i~:.ently, tht cree;?~p of the d=livery of freight tion, if only by 1 per-art, mek-e it, rossible to release a freight reighght its se_a_ing ng a material value of not ? t 5 mews having har_ 25G million :,rb.es. Dur'r_g the :amr 2 ?rr-ar_r, -=1Eht in =-r.e: ral tar ' faster g d_n. to reanh the consignee . bat a _ao mac- at of the late ' not deliv~r=. on time. Half of all r cr the e ra:_r_ad e.yet~tm of Sverdlovsk, Volga, South ':-a- t fa, *. b . h-.?7 l } deli ry E. and hn sr.', vF LhFle v, the timely iah and :r 9 r if c ?~_ r - *+9t on are stl_ the most important, m?_ , b'- ^i;. ?'td_: fore, all .eesrees 1 Lp r5?-} ga' t-on o f p : ba e n steps, for for hr r:=r E o s_ }r n esca ri g *.hrcr7E ?-rotate hauling, at.or. act for P_:mit.at` _or, of late of x~t _ sl wealth in th the car ty 7 .:., ai .,, ac abi: .. on era ''-~ the. lt: .dat:on of irrational a a" a :1 e o c sd r .d by the party and f r-. t._@ coa;, , .roleum cre. and and ir?:rs' _ c _ '. ?:a:s per 24 hour period, r mar-ely - r_... t rc' ear ;cne_ -rcr.::?v by _pproxi.. era = i. M. Ks crh'r ,F:-?.i: at -',- or of the Supreme iSoviet V. tr or Rs:;~a to r ffi=lent activity in he an. - a c the r sr . _tat:7l:.? We mu't draw t}. 7 a r; ra` ... J . r.'t - -'. an on of the layout of t.hr+ .... th- mi_ -ltminated from Dot t A_- for of i is r%. r or : c r t a . r :cc-ale reductien regi of Of thp err- F y nory of _eparate aht r: -_ h '::ti..,tion of `h- most im?. portal br s a a ar, t a baseand to present befo the act p .a a_,t State, Piana_ o problems ing `7 . -.'m . . t F Piing ^mmittee) cor_cern-. rs_ .. .._..g mo:orT,..,. tf rr.r =iat.on-Y.-p tetwven railroad, water, and p mrrov`- B h- work of a trl:=_s of transpor- tation. We m t a :lu i :ro? th- " t gym which was directed at the railroad wo:.__ ,:Jcrr a rn--r:r.. of ca. -hers of wat?cr tzar.=portation and, in the coming ?avigatlon pc: i - - trst t rovi.i ? an eSpan= ice of : ombtced rail--water shipments- .'- r.ta. of :r. ~to.:it a: port= conFfd= freight to be *._a::.?:_ _ - ring the as If it locatsdon the tzacr=? One method ::o. c? cr, . s..h' for and th- ~, - , `' O1' 'mF'r~?v:ng the work of the rail- that of :r.:-_a;:ng the atat:o load ter ear. it has been eetab;::;i,cn~b:-wa -to ea that a_,mcst escry tenth Car is underlcaded by conrdgnor by an av rage-. of = 112 ton=, Neve the cars by only 1 her-a ' la rt haul , by ih:: very the load of stock ` 10 t _ou_c he poe_ible to haul with t the. very -same rolling o:-' than l~ ,t~l_:or. >ad7 t:oca'_ tort= of fze_ght..and to redu:e operating A tpend't? r=_- of t ?.? rail c?_!-- n-, mil _:nn. hies r:, y,=;r. And the freight Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 Sanitized Copy Approved for Release 2011/08/31: CIA-RDP80-00809A000700200039-5 owners will save lie the rec}uct.ion of the tariff, due to ?ore com a not less than bt11 pact loading, ?5 ion rubles. 7ir2refcre, evorything possible is done to sanction arc' pcptilarice t;ie achievements of progressive weighers, and of masters of sOcpant leading Lobanov, Kladov,h By Korotkov, and many others. y improving the o.tili::ation of' the carrying capacity of the rolling stock, they have unrmreTa,i r,a1?,ting roser;rs allowing a fuller exploitation of line . It mutt to note..: that in a numter of railrad oyetems and. main adminis- trat.ionc of the :-piss,.:;{ the ;mrortant potential of reducing empty car runs is being underostimat.-d? Can it to cons:dared normal that out of every 10 cars in cireoi!itiOn there are 3- 4 empties. For ii years now the percentage of this type of ern nas rev:aire3 ,;pproxtwat?Ly the ssms. The chief of the Main Adminis- tration of rreight Oserat;ons and Nanning of Hauling, Potapov, and the chef the. Mai. Traff', k?i:eir.itrat._; Yar} ?ov? of , have still not taken active measures for the pad:., t;on or es:.a`.? ns. P,eFC.',dir,g lot!;a..t.ve __on-o _ ~ :tr:: : of en . ?.`.''ti:.;, por,e;:t_a1 is the accelerated C'..i