RAILROADS IN THE DZHEZKAZGAN AREA

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00810A008700120001-5
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 8
• Document Creation Date: December 20, 2016
• Sequence Number: 1
• Content Type: REPORT

~" 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
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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
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CLASSIFICATION C
D-E _N -T--I
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CENTRAL INTELLiGENCE AGENCY
INFORMATION REPORT
AIR X FBI
TRIBU ION
P F'-
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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.
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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
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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
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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..
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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.
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Oke ...ketch of the New Soviet 10C =uri C.ordoia C.:A
i enc! . see r exi'* r-Ja9e
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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,
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