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~" Approved For Release 2007/09/05: CIA-RDP80-00810A008700120001-5 /- a`'`-' I COUNTRY SUBJECT Railroad in the Dzhezkazgan Area REPORT CD NO. :3A1 OISY R. 23 Pesch 1956 NO. OF PAGES 8 NO. OF ENCLS. SUPPLEMENT TO 25X1 REPORT NO. nts =men cbm= .4 98V DATIO3 AVPSClIg04W4i G471o041. 0648306 ~ 4?6 ?09480 874' 8 E48?ffi01 406 864OIOO OP 7116 688IO3A08 OOV 80 4)- R. C? 89 4WD 88. A3 AWRI80(SO.. 948 330380988100 O@ 4118 68V8LATIOf3 OIL 998 COMM 00Ib 484 MAMBO 40All U19A530009380 868803 68 PRO. 48839788 03 LAW 003800604800 OR 71110 PORO 18 8008981768. Throughout the report,,read Chelyabinsk for Khelyabinsk. Throughout the report, read Dzhezkazgan (N 47-45, E 67-15) for Dtshetskatsgan. Throughout the report. read Ryazan (N 54-40, E 39-40) for Ryatsan. Throughout the report,, read Verkhniy Ufaley (N 56-15, E 60-15) for UNtley,; Throughout the report, read Syzran (N 53-11) E 48-27) for Sytsran. Throughout the report,read Dzhezdy (N 48-13, E 66-44) for Dtshets-Dy. Throughout the report; read Karsakpay (N 47-50, E 66-45) for Kartsakiai. On page 1, paragraph 1 read Sovetsk (N 55-06, E 21-50) for Tilsit. On page 1, paragraph 1, read Chernyakhovsk (N 54--39, E 21-50) for lnsterburg. On page 1, paragraph 1, read Gvardeyak (N 54-39, E 21-05) for Ta.iau. On page 1, paragraph 1, read Orsha (N 54-30, E 30-27) for Orzha. On rage 1, paragraph 1, read Chkalov for Khkalov. On page 1, paragraph 1, read Rzhev (N 56-15, E 34 20) for Rtshev. On page 3, paragraph 4, read Spassk?iy 7.avod. (N 49--32,.E 73-17) for Suasski Tsavod. On page 3, in Field Comment 2, read Rayevskiy (N 54-Oh, E 54-58) for Rayevka. Attached is a coy 1. Follo;rin. iLi a list of corrected spellings and coordinates for some locations given in the report: Uspenskiy is located at N 48-42, E 72-40. Kartaly 16 located at N 53-03, E 6o-4o. Krotovka is located at N 53-18, E 51-10. Kingir is located at N.47-47, E 67-46. Atbasar is located at N 51-45, E 68-15. Daykonur is located at N 47-50, E 66-03. Kustanay is located at N 53-10, E 63-35- CLASSIFICATION C-O-N-F-I D-E-N-T--I?-?A-I STATE ARMY 1-L 4 ? O4 F 1 CLASSIFICATION C D-E _N -T--I - CENTRAL INTELLiGENCE AGENCY INFORMATION REPORT AIR X FBI TRIBU ION P F'- , Approved For Release 2007/09/05: CIA-RDP80-00810A008700120001-5 Approved For Release 2007/09/05: CIA-RDP80-0081 OA008700120001-5 2. On page 1, paragraph 1, it was stated that the railroad from Kuybyshev to Chelyabinsk, via terkhniy LTfaley (Ufaley), was double-track. informant probably meant Ufa rather than Verkhniy Ufaley, as Verkhniy Ufaley is on the line between Sverdlovsk and Chelyabinsk. 3. Rudnik (Z ovo-Rudnaya) is probably a small village north of Dzhezkazgan. 4. With reference to page 2, paragraph 1, according to available Information, the railroad line between Gvardeysk (Tapiau) and ChernyaLhov tz (Insterhurg). is double-track; between Chernyakhovsk, Sovetsk (Tilzit), and Daugavpils it is single-track; and between Daugavpils and Moscow it is partially double track. Approved For Release 2007/09/05: CIA-RDP80-0081 OA008700120001-5 -~- - - - Approved For Release 2007/09/05: CIA-RDP80-00810A008700120001-5 l.lJidL .):ia.+`l'11L7.. CLASSIFICATION COUNTRY USSR TOPIC - EVALUATION DATE OF CONTENT DATE OSTAINEDJ REFERENCES. PAGES REMARKS PLACE OBTAINED REPORT DATE PREPARED 29 September 1955 ENCLOSURES (NO. & TYPE)-!-- sketch on ditto with legend on ditto The railroad line between Kholyabinsk m and Petropavlovsk and accordink;fo co-prisoners, the line from Omsk to Novosibirsk9 were double track0 The line between Kuibyzhev and Sytsran was also double track. This line crossed the Volga river on two bridges. On arrival in Kuibizhev, it was noticed that the line extending from this town to Khelyabinsk via Ufaley was double track. All the other lines on which source travelled were single track01 The Sverdlovsk 4 Ufaley - Khelyabinsk lines are operated electrically. The overhead wires are suspended from .oden masts. The Kuibbzhev .-, Ufa Khelyabinok line was also electrifiedc2 Electric signal installation were noticed near Kuibyzhev and between the Volga river and :Vtsran~ Railroad wards were only noticed on the railroad bridges over the Volga river. No AAA protection was ever seen, although special attention was given to source to such security measures. 2. The following information was available on the network of railroad lines in Kazakhstan. Source made railroad journeys on the following lines: a. 1950: Petropavlovsk Dtshetskatsgan l-kmolinsk , 'Karaganda - Uspenski Rudnik. b. 10,51: Rudnik - Dtshets -Dy. CLASSIFICATION COiiT-ID&'!TIAL DISTRIBUTION Approved For Release 2007/09/05: CIA-RDP80-00810A008700120001-5 21X1 27X1 25X1 Approved For Release 2007/09/05: CIA-RDP80-0081 OA008700120001-5 c. 1952 ? 1953s Dhshets- Dy - Rudnik - Kingir and return. The last journey on this line was made on 14 June 1953 Dtsheta"Dy Rudni - Kingir and return. Dtshets-Dy Rudnik - Dtshetskatsgan o Karaganda Akmolinsk Atbazar - Kartal.y. do 1952: Rudnik - Karzakpai and return. The line was a secondary line. a. Petropavlovsk - Akmolinsk U Karaganda - Uspenski o Dtshetskatsgan Rudnik lines This line was a Soviet gauge single track line. Coal firing locomotives of Soviet and Anerioan origin operated on this line. The rails of the track were not welded and were screwed on ties. Rails rested on ballast, The terrain was generally level. Signal facilities were not :available except in Karaganda. Trains were generally pulled by one modern locomotive or two obsolescent locomotiveeo bo Rudnik o Dtshets=Dy railroad line: The general features of this line were the same as those mentioned under a. above. Because of steep grades on this line, ore trains were pulled by two locomotives. Ore trains consisted~f no more than 22 x 60-ton cars or 12 x 100-ton cars. The latter cars were of the latest equipment. c. Dtshets-Dy Rudnik - Kingir4 Dtshets-Dy m Rudnik = Dtsetskatsgan Karaganda Akmolinsk - Atbazar o Kaxotaly railroad liness For general feattus see statements made under a. and bo above. do Rudnik - ILartsakpai secondary narrow gauge railroad line: The obsolete railroad line had been built by the British. Only small railroad care with small loading capacity operated on this line. The terminal station was Baikonur, which is located about 120 km southwest of Rudnik. The line was no longer used for shipmentao It was not intended to convert the line to Soviet broad gauge.' 3. Passing sidings about 1500 m long were observed about every 50 kilometers on the single track railroad lines in Kazakhstan. Signal installations were not available at these passing sidings except for major railroad station. Traffic was directed by one or two railroad employees stationed at these passing sidings. +dhen leaving such a passing siding, the chief conductor of ti-.G train involved received a staff 50 cm lonU which was handed to him on a stick by the railroad employee on duty. 'Pith this staff the locomotive engineer was entitled to proceed on the next line section. The twin must stop on the following; passing siding and must gait there until he is given a corresponding staff for the next line section. This staff had been handed over to the railroad employee on duty there by the chief conductor of the train which arrived from the opposite direction. This system worked rather satisfactorily. It was observed that opposing trains generally arrived at passing sidings at the same time. In principle, each locomotive engineer turns in a staff on arriving a passing siding and receives another staff for the next line section. Passing sidings have never been built in localities but on the open line whore the view is not obstructed. 4 On the Dtshets-Dy m Rudnik (Novo Rudnaya station) - Dtshetskatsgan Karaganda Akmolinsk railroad line freight trains operated in both directions at intervals of three hours. Last=bound trains which operated as far as Karaganda or Lake Balkhazh were lo.ded with copper ore, manganese and lead. West-bound trains operating as far as Dtshets-Dy carried coal, timber, foodstuff, mine equipment and trucks. Ore trains dispatched to Approved For Release 2007/09/05: CIA-RDP80-0081 OA008700120001-5 Approved For Release 2007/09/05: CIA-RDP80-00810A008700120001-5 Lake Balkhazh were assembled at Dspenski. The Karaganda and Akmolinsk :section of this line had the greatest train density, Details were not available. Passenger trains operated on this line twice a week. Trains departed from Dtshetskatsgan on Mondays and Thursdays and from Akmolinsk on Saturdays and Wednesdays. Trains travelled 42 hours from Dtshetskatsgan to Akmolinsk. Because of the many convicts living in this region who were restricted in their freedom of movements no tickets were issued for railroad journeys. Railroad tickets were made out in the names of travellers. Such tickets are only issued on presentation of a special travel permit of the MVD. Between Dtshetskatsgan and IIspenski which is located south of Karagandas the train stopped only once and this was at Karabaso The railroad station there consisted only of a couple of small houses. Travellers who want to go to Spasski Teavod left the train at Karaganda in order to continue their journey by truck. Between Akmolinsk and Karagani as the train stopped three times. 5. The locomotives of all freight trains operating.n Kazakhstan were equipped with VHF voice radio sets over which they were in communication with railroad stations. Radio installations were also noticed at railroad stations s large antenna installations were also repeatedly seea. Each train included special water car because the country is very dry and some of the railroad stat_ons are not provided with water points. No water point was available at Novo Rudnaya. 6. A large engine shed was seen about a day9s journey west of Amolinsk. This engine shed was reportedly built in 1942 and is located at the former terminal of this line. The Kustanai o Akmolinsk line section is said to have not been completed before 1953. It was learned from co-prisoners that the railroad line is to be extended from Akmolinsk to Barnaul via Pavlodar. The prisoners who made this statement had worked on construction of this extension. 7. A now type lUC=ton gondola car used for the shipping of ore and coal was first seen at Dtshsts=Dy in the spring of 1953. Such cars were later also seen at Tadnik and Kingir. The car is provided with 8 axles, groups of 4 being fitted at both ends of the car. Two axles each are coupled.together. The cars have the same width as the 60=ton gondola cars and are painted olive drab. They are dischargers and have i metal body. Their loading surface is divided by a longitudinal axis and is provided with 14 discharge openings arranged in rows of seven. Comment, According to available information the Brest - Orsha - Moskva 25X1 Gorki - Molotov; and the Ryazan-bioscow sections were double track. the Pyatsan and .the V4oskva were double track, Comment. The Kuibyshev - Khelyabinsk line has not yet been completely 25X1 electrified. Work on the electrification on the last remaining gap between Krotovka .and Rayevka south of Ufa is under construction. Comment. The lines mentioned under b. throu7h d. a: located in +b- mining area around Dtshetskats an.. Approved For Release 2007/09/05: CIA-RDP80-00810A008700120001-5 Approved For Release 2007/09/05: CIA-RDP80-0081 OA008700120001-5 Comment. For sketch of this 100 ton gondola cur, see Annex. The existence of this now type of car which is used for all ore and coal shipments was known from Soviet press reports. Approved For Release 2007/09/05: CIA-RDP80-0081 OA008700120001-5 Approved For Release 2007/09/05: CIA-RDP80-0081 OA008700120001-5 Oke ...ketch of the New Soviet 10C =uri C.ordoia C.:A i enc! . see r exi'* r-Ja9e Approved For Release 2007/09/05: CIA-RDP80-0081 OA008700120001-5 Approved For Release 2007/09/05: CIA-RDP80-0081 OA008700120001-5 Sketch of the Now Soviet 100-ton Gondola Car Used fog all Shipments o A0 Side view of the carp B. Top vier, ere. C? View of the front side of the ear with opened discharg 1 Four pairs of axles 2. Seven interconnected sections of the car0 3e Diagonal tracings of side walls. 4. Closed discbargers0 5, opened dischargers. and 61, Approved For Release 2007/09/05: CIA-RDP80-0081 OA008700120001-5