JPRS ID: 10665 USSR REPORT TRANSPORTATION

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• Collection: JPRS
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00850R000500080039-6
• Release Decision: RIF
• Original Classification: U
• Document Page Count: 15
• Document Creation Date: November 1, 2016
• Sequence Number: 39
• Content Type: REPORTS

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JPRS ~L/ 10665 ~
16 July 1982
U SS R Re ort
p
TRANSPORTATION
CFOUO 5/82) .
~
FBIS FOREIGN BROADCAST INFORMATION SERVICE ~
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NOTE
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JPRS L/106b5
16 July 1982
USSR REPORT
~ TRANSPORTATION
(FOUO 5/82) '
CONTENTS
MOTOH VEHICLE
Costs o~ Road Construction in Western Siberia Discuased ~
' (A. G. Chudinovskikh, M. I. Merkushev; NEFTYANA3CA .
PRCMYSHI~NNOST~ SERIY~ NEFTEPRC~IYSLWaYE STROITEL~STVO,
No 3, 1982) 1
Truck Use Profitabi?.ity Reported
~ SPRAVOCHIJIK PO RFDTTABLE ~ N06TI EKSPLUATATSII
aRUZav~rxx avTC~oBn~r, 1980) 5
~~oAn ~
Instructions for Use, Table of Contents of Passenger Train
Schedule
(RASPISANIYE DVIZI~NIYA PASSAZHIRSKIKH POYFZDOV
(KRATKOiYE~ NA 1981-1982 9
-a- [III-US.SR-38dF0U0]
C/1D I1L~'~i ~ i, T TCF A1~fT V
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IrD10R VEHICLE
COSTS OF ROAD CONSTRUCTION IN WESTERN SIBERIA DISCUSSED
Muscow NEFTYANAYA PROMYSHLENNOST' SE1tIYA NEFTEPROMYSLO'VOYE STROITEL'STVO i~t
Russian No 3, 1982 pp 3-5 .
[Article by A. G. Chudinovskikh and M. I. Merlcush~v from the .
' Giprotyumenneftega~ [State Institute for the Design and Planning ot the
� Tyumc:n'� Oil and Gas Induatry] �30PS [Couacil~ for the Study of Production �
Forces] .oF t~ie USSR Gosplan: "l~btor Vehicle Roads of Various Designs in the -
011 and Gas Fi~lds oF Western Siberia"] ~ ~ ~
[Text] One of the important problems in opening up the oil and gas fields
of Western Siberia is choosing efficient road designs. A number of research-
ers consider that it is necegsary to build only dirt roade for delivering
freight to the oil fields. This is because major roada will~not be Fully
us~:d as the fields are develop~d and the eoet of constructing major roads
is 600,000 to a00,000 rsbles per kilometer. The needs of oil and gas
Eietds for freight transport can also be met by using winter roads and
by deve loping cross-country transportation. Sometimes it is expedient to
accelerate development of hard-sur�ace motor vehicle roads.
Let's examine the areas of ~iost eff icient uae of various kinds of motor
vehicle roada in Western Siberian conditions. It is well known that using
the more capital-intensive road designs permits a future reduction not only
of specific ~transportation expenditures, but also of the long-range need for
motor vehicle equipment. There is an inverse relationship between expendi-
tures for road and motor vehicle facilitiea: as expenditures for developing
a road syst~em are decreased, expenditurea for developing the motor vehicle
industry and facilities are increased. Thus, it ie expedient to find the
optimum combination of construction and operational expenditures for road
facilities and expenditures for purchasing and ma~ntaining motor vehicle
equipsnent, so their overall total will be minimal.
In transporting freight, the correlation between tranaporf and construction
expenditurea ie mainly determined by the overall volume of delivered freight
and the rosd length. Zones have been defined for expedient use of hard-
surface road designe, dirt and log roads and winter roads, depending on
these parameters and also based on calculated technical and economic indicea
which were obtained atatistically for the regions being considered. This
research was conducted in the SOPS of the USSR Goeplan, b~sed on data ob-
tained by Gigrotyumenneftegaz.
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In computing the cost of building and maintP~ning roads, consideration was
given to their type, standard service life, and expenditures for renovat-
ing those roads whose service life was less than the calculated period
for opening up and exploiting oil fields (in the cslculations, the period
was equal to 40 years). For a comparison, roads in categories III, N and
V, with xeinforced concrete surfaces, were assumed (Conatruction Norms and
Rules~ Part II, Section D, Chapter 5. "Avtomobilnyye dorogi. Normy
proyektirovaniya." [Motor Vehicle Roads. Planning Norms] Mo~cow, USSR
Gosstroy, 1973). Based on a permissible traffic intensity and its com-
puted value for the overall freight traffic being analyzed, the necessary
number of traffic zones across winter roads and dirt roads was selected.
Graph. Zoaes for Expedient Use of Road Designs, Depending on Road Length
and Overall Volume of Delivered Freight ~
( 2~jao
F lf00 ~
~ ~i
~ //A7
I
~ 9~ ~ � .
~t '00
~f~ i ~ I ~
~ J00 -
~ ~
f !0 1S p
/1pomA~rrtNHama dopetu, ,rn ~1)
Key:
1. Road length in kilome ters
2. Overall volume of de livered freight in thousands of tonso
Tl~e mean weighted values of road designs under the geomorphological condi-
- *_ions of the lay of existing routes in the regions being examined were taken
as indices for the cost of building and maintaining roads. The correlation
of transpo�rt and construction expenditures for type III bogs were not ex-
amined, since the Western Siberian territory is characterized, to a consider-
able extent, by non-uniformity.
Setting up and operating a motor transp~rt system in the oil-extracting areas
of Western ~'beria has its ~wn regional specificities. All the existing and
planned raads in those areas are characterized by a p*:oduction orientation:
tI~P freight traffic along the roads is strictly directed towards the oil
fields and inter-industrial facilities. The basic volume of freight is
during ~:he period when the oil fields are being opened up; Later, transport
falls oEf aharply and ceases when the oil field is .depleted if the field is
tt~e only terminal point for a road in question. Therefore, the service life
of roads cannot exceed the overall pesiod of operation for the oil fields
wt~ich they serve. These peculiarities were taken into account while
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dc:t~,rmining the calculated dynamics of freight delivery and the ensuing traf-
fic intensity.
Tl~e dynamics of freight delivery depend on a number of various factors. . �
Distorting the dynamics of delivered freight has an impact on overall trans-
port expenditures (in~ofar as the method of discounting cost indices was
widely used in the calculations). It wae establiehed that distortion of
transport expenditures for individual freight traffic volumes which were
examined did not exceed 10 percent of their calculated value.
To calculate the transportation crnaponent of freight ahipment expenses, the
method of de�ining technical and operational indices for rolling etock was
- used (M. S. Khodosh, "Gruzovyye perevozki, avtomobil'nyye perevozki"
[Freight Traffic, N~rotoi Vehicle Traffic] Moscow "Transport", 1980).
Wliile making thie calculation, expenditures for repeated ship~aents of
freight and transport of workera' crews, duty crews and others were taken
into consideration, in addition to expenditures connected with trans porting
r,eeded induatrial freight. ~
Zunes for expedient use of road designs, depending on road length and tfie
overall volume (during the entire period of drilling, building up and ex-
ploiting oil fields) uf delivered freight (see the graph). It ia obvious
from the graph that type II dirt roads are trunsitional from type III winter
roads to type I hard-surface roadao The zone for expedient use of type II
extended in a narrow band and was limited to an overall freight volume of
1.4 million tona, with a road length no greater than 18 kilaneters.
The zone for expedient use of type III wi~lter roads extended along the
' x-axis. Theae rosds can be ef~iciently constructed when there is a sub-
stantial d istance to haul small-volume freight (overall limit 3 million
tons). Be ginning with a route length of 80 to 1Q0 kilrnneters, the limiting
. L[ne for use of winter roads is parallel to the x-axis, that is, any in-
crease in �reiglit trsffic necessitates construction of hard-surface type
roads.
- When the overall freigtit traffic exceeds 3 million tons, it is e:cpedient to
construct type I hard-surface roads.
The moat complicated Froblem is selecting the type of road designs for a
freight delivery distance of up to 20 kilom~eters and freight traffic up to
1.4 miltion tons. For each apecific instance, special calculation must be
perforn~ed.
The zones, represented in the graph, for expe3ient use of road designs,
c~n be modified.when specifying the area of road construction, the geo-
marphological conditions, and when conaidering indirect effecta arising in
adjacent branchea, under the influence of selective varianta for road and
industrial conatruction. In the future, we must explain, first of all, how
the limits of the zones under consideration are modified when there are�
changes to the technical and economic parameters on which the calculations
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are based. Secondly, ~ae must study the change in zone limits when there is
an additional calc~llation of indirect effects, connected with the use of
scarce road construction materials, with the additional sse of manpower,
with the impact of an accepted decision on the effectivenese of developing
brancties oi sp~;cislization, etc.
COP'YRIGHT: Vsesoyuznyy .lauchno-issledavatel'skiy institut organizatsii,
_ upravl~niya i ekonrnniki� neftegazovoy prrnnyshlennosti (V~JIIOENG), 1982.
9887
CS 0: 182 9/ 211
1~ �
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MOTOIt VEHICLE ~
TRUCK USE PROFITABILITY REPORTED
Kiev SPRAVOCHIdIR PO RENTABEL'NOSTI ERSPLUATATSII GRUZOVYKH AVTQ~IOBILEY in
Russian 1980 (signed to press 19 Feb 80) pp 2-5, 159-160
[Annutation, introduction and table of contents from HANDBOOK ON PROFITABLE
~ TRUCK USE]
[Text] This han~book presenta data for selecting a truck model to conform
to specific operating conditions, and for effectively performing particular
transport processes and calculating the optimal driver w~ork noims. Tables
are preaented for the most wide~y used makea of van-typa trucks and dump
~ trucks, and also for tractor and semi-trailer riga. The handbook is intended
for engineering and technical pereonnel of the motor transport industry and
the planning organizations, and may be helpful for WZ students studying
- corresponding epecialties.
- Resolution No 695 of the CPSU CC and the USRR Council of Ministers, dated ~
12/07/79, "On Improving Planning and Strengthening the Effect of the '
Economic Mechanism in Raising production Effectiveneae and Work Quality" is
contributing to accelerated resol~.?tion of the task posed by the 25th CPSU
Congress relating to further improvement of planning and control of the
national economy. The measure~ outlined by the reaolution and directed
toward better planning are based on consiatent implementation of the
socialist economic principlea.
One of the basic ways to improve planning and raise the effectiv~ness of
truck transport operations is extensive use of the economic~mathematic
methods and computer-b~sed aids in the planning and the management decision
making process. Comprehensive efforts are being made in the Ministry of
Motor Transport of the UkSSR to improve the forms and methods of control
. on various levels. The introduction of computer-based autonmatic control
systems (ACS) will contribute to the identification and most rational
utilization of the materiel, labor and financial resources of the industry.
This program ia being carried out in the framework of a unified ob~ective-
oriented program for automation of control of the industry and will form the
- basis for the organization in the future of a unified automated system for
data collection, storage and processing and control of the induatry.
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The first operating phases of the ACS in the Kiev, Donets, Odessa and
Vinnitsa truck transport administrative regiona are assisting in the solution
of +the many problems of optimal planning of the transportation of materials,
petroleum products and small cargo shipments to the trade network of the
cities of the republic, planning for cne requirements relating to petroleum
- products, tires and so on. The quality and rationality of the plans are
improved when solving the technical-economic planning problems with the aid
of computers, si:~ce the entire range of factors influencing the varioua
indexes of motor transport operationa is taken into account and the resources
are utilized more rationally. For euample, thirty thoueand fewer trucks
were required for transporting augar beets during the 1978 harvest period
on the basis of the calculations made of the transport vehicle requirements.
Solution of the auAstions of daily planning of freight shipments requires
a data base for analyzing and selecting the optimal shipment variants. At
the present time the volume of this data base is still inadequate for
operating the Joint Data Processing Centers (KIVTs) and the ACS. We hope
, that the data preg~~+ited herein will in some degree broaden the data base
and that the use U= these data will contribute to adopting unified planning
standards for motor transport~vehicle profitability for all the KIVTs and
the computer centers, which will reduce signi.ficantly the volume of effort
involved in daily shipment plans, in economic plana and f inancial calculatione
and in the analysis of expected results from the operations of the enter-
prises, their subdivisions (truck convoys and truck operating brigades) and
i.ndividual trucks. .
The profitability of motor transport under various shipping conditions is
evaluated according to actual data on the operation of several thousand
trucks. We consider the latest changes in the regulations (tariffs, prices,
norms and ao on) and also the results of experimental use of the handbook
data under the specific conditions of operation of the motor transport
enterprises and the KIVTs of the Vinnitsa Motor Transport Administrative
Region, where these data have received a favorable evaluation and are being
used with success at the present time.
Truck profitability has been analyzed for the various truck models with
mileage utilization factors ranging from 0.5 to 1.0 (0.45 in mining operation
operations) and trip lengths from one to 100 km. The data are presented
for freight classes I and II. Calculations were not made for freight classes
III, IV, V, since their share in the overall volume of freight carried is
ins ignif icant .
In calculating the data of the tables for class I freight, we uaed a truck
capacity utilization factor of 1.0; for class II freight, we used 0.71.
In the calculations, we used the following block speed norms: in the city
23 km/h for trucks and truck *Y~i~;rs with a capacity of 7 tons; 22 km/h
for units with capacity o~er 7 tons; outside the city on group I roads,
we used 42 km/h; on group III roads, 25 km/h. For mining operations, the
theoretical truck mileage norms were taken to be 40 percent lower than those
established for unpaved rural roads.
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The norms for vehicle delays in performing loading and unloading operations
are based on pricing document No 13-01-02: "Unified Truck Freight Tariffs"
with the use of inechanized loading and unloading.
The following conventions are used in the tables: Tt is the turnaround
time, hours; S~ is ahipment volume, tons; F is freight turnover, ton-km;
Ed+ Ef~ E1~ Eti� Eoc� Emo> Er~ Eov are respectively the expenditures on
driver pay including bonuses, m~tor fuel, lubricants, tire wear and repair,
operational repair and seroicing, allowances for major overhaul, allowances
for reconditioning, overhead, rubles; ~ E is the sum of all the costs, rubles;
Is is the income from shipments, rubles; Cr~ are the charges for road
construction, rubles, constituting 20 percent of the income obtained in
the process of operation of the motor transport fleet.
Comments and suggestions should bs directed to: 252601, Kiev, 1, GSP, ~
Kreshchatik, 5, Tekhnika Press.
TABLE OF CONTENTS . . . . . . . . . . . . . . . PAGE
Foreword . . . . . . . . . . . . . . . . . . . . . . . 3
PROFIT WHEN USING VAN-TYPE TRUCKS . . . . . . . . . . . . . . . . 6 ~
Profitability indexes for using the following vans on ~
city streets: GAZ-51 . . . . . . . . . . . . . . . . . . . . . . . 29
GAZ-53A . . . . . . . . . . . . . . . . . . . . . 32
- ZIL-150, ZIL-164 , . . . . . . _ , . . . . . . . . . . 36
2IL-130 . , . . . . . . . . . . . . . . . . . . . 40
~ ZIL-130,GKB-817~trailer . . . . . . . . . . . . . . 46
KAMAZ-5320 . . . . . . . . . . . . . . . . . . . 48
. KAMAZ-5320,~GKB-8350 trailer . . . . . . . . . . . . 50
On group I roads:
GAZ-S1A truck . . . . . . . . . . . . . . . . . . . 53
GAZ-53A . . . . . . . . . . . . . . . . . . . . . . 56
ZIL-7.50, ZIL-164 . . . . . . . . . . . . . . . . . . 60
ZIL-130 . . . . . . . . . . : . . . . . . . . . . 64
ZIL-130, GRB-817 trailer . . . . . . . . . . . . . . 70
KEIMAZ-5320 . . . , . . . . . . . . . . . . . . . 7~?
KAMAZ-5320, GKB-8350 trailer . . . , . . . . . . . . 78
PROFIT WHE1~ USING DU1~ TRUCKS . . . . . . . . . . . . . . . . . 84
Profitability Indexes for using the following dumpsters
(hi city streets:
.GAZ-9 3 . . . . . . . . . . . . . . . . . . . . . . 106
ZIL-585 � . . . . . . . . . . . . . . . . . . . . . . 107
ZIL-555 . . . . . . . . . . . . . . . . . . . . . . . 108
MAZ-503B . . . . . . . . . . . . . . . . . . . . . 109
KraZ-256B ~ . . . . . . . . . . . . . . . . . . . . . 111
BelAZ-540 . . . . . . . . . . . . . . . . . . . . . 112
On Group I roads:
GAZ-93 . . . . . . . . . . . . . . . . . . . . . . 113
ZIL-585 . . . . . . . . . . . . . . . . . . . . . 114
Z IL-555 . . . . . . . . . . . . . . . . . . . . . . 116
MAZ-503B . . . . . . . . . . . . . . . . . . . . . . 117
KrAZ-256B . . . . . . . . . . . . . . . . . . . . . 118
BelAZ-540 . . . . . . . . . . . . . . . . . . . . . l I9
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PROFIT WHEN USING DUI~ TRUCKS IN MINING OPERATIONS 121
Profitability indexes for dumpters on group III roads:
ZIL-585 . . . . . . . . . . . . . . . . . . . . . . . 121
ZIL-'~ 35 . . . . . . . . . . . . . . . . . . . . . . . 122
MAZ-5U3S . . . . . . . . . . . . . . . . . . . . . . 122
KrAZ-256B . . . . . . . . . . . . . . . . . . . . . . 123
BelAZ-540 . . . . . . . . . . . . . . . . . . . . . . 123
PROFIT WHEN USING TRACTOR/TRAILERS . . . . . . . . . . . . . . . . . . 124
Profitability indexes for tractor/trailers
on city streets:
i~AZ-608 . . . . . . . . . . . . . . . . . . . . . . . 13 5
ZIL-130V. . . . . . . . . . . . . . . . . . . . . . 137
MAZ-504 . . . . . . . . . . . . . . . . . . . . . . . 140
~ on group I roads:
KAZ-608 truck . . . . . . . . . . . . . . . . . . . . 144
ZIL-130V . . . . . . . . . . . . . . . . . . . . . . . 148
MAZ-504 . . . . . . . . . . . . . . . . . . . . . . . 154
Ref erences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
COPYRIGHT: Izdatel'stvo "Tekhnika," 1980 ~
9576
CSO: 1829/236 ~
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RAILROAD
INSTRUCTIONS FOR USE, TABLE OF CONTENTS OF ~ASSENGER TRAIN SCHEDULE
Moscow RASPISANIYE DVIZHENIYA PA3SAZHIRSKIKA PQYEZDOV (KRATKOYE) NA 19'81-1982
in Russian (signed to press 4 Aug 81~ pp 1-5, 384
[Instructions for use and tatile of contents of book "Sfiort ~chedule of Pass~enger
Train Traffic for 198i-1982," edited Tiy B. A. Taultn, Izdatel~stvo "Transport",
50,000 copies, 384 pgges] _
[Text] How To Use the Train Traffic Sch,edule
. Numbering of Trains ~
Each train is given a special number~ even or uneven, wfii.ch deftnes its cate-
gory (Nos 1-98 are express trains, No~ 101-698 are passenger train:r, NQS 6001-
6998 are subyrban trains, Nos 951~968 are mixed freight passenger trains, and
Nos 901-948 are mail-baggage txatns).
Train num~'iers were established on the following principles: (1) one integer indi-
cates that number under which the train departs from tlie ortgtnal station and
arrives at the final station of its route; (2) a train number whicfi has frac-
tional digita indicates that the train number changes from even to odd or odd to
even along the route depending on the established numtiering of trains in the sec-
tions; the numerator indtcates the train number under which it departs from the
initial or final station.
Table Numbering
The table numbers are assigned to particular units consi.sting of one or several
rail sections. Table numbers omitted from the order have lieen left open deltber--
ately in order to be used later when other trains are included tn the schedule.
Time Used on USSR Railroads
The computation of time for all uSSR terri.tory is done.accordtng to tfie interna-
~ tional system of time zones except tfiat ix? all zones (from t~e second to tfie 12tTi)
clocks are moved one fiour forward co~ared to tfie ~nternational zonal time.
Moscow time is~ used universally ih tfie USSR railroad system. Moscow ttme dtffers
from East European time by one fiour and from Central European time by~ two Fiours.
. 9 ~ ~ ~
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To convert the train schedule to local zonal ti'3ne, i.t t~ necessary to add to
Moscow ttme (the second zone} one liour in tfie thiYd zone., two Fiours ih tfie Pourth,
three fiours in tfie ftfth, and so on.
If we know the zone in which the particular statton or city Felongs and add to the
time indicated in tfie schedule the train number minus twro we w~ll o~tatn 1oca1
time; conversely, if we know lo~al zonal time and subtract tfie numFier of tfie zone
minus two from tt, we will olitain Moscow time.
l~ours and minutes in the schedule are always s~iown in Moscow time (:unless there~is
a special reservation).
Days are counted from zero (_24 ho~}rs QQ minutes~ to 24 liours .
The time zones of the USSR are sho~rn on the map of railroads appended to ttie
schedule.
Explanation of Symbols and Afili,reviations Found in the 'rS~cfiedule'~
Days of the Week:
Monday 1
Tuesday 2
Flednesday 3
Thursday - 4
Fri.day 5
Saturday 6
Sundap 7
"Chet;' - even numhers
"Nech." - odd numbers
V or/1 - train does not go to the station
- (dash) - train does not stop
brief train stop not prectsely fixed Tiy tlie scfiedule
+ - runs in summer
-I+ - runs in winter
For the Passenger Train Traffic Schedule (Ter-
minals in the City of Moscow, pp 6--10): Types-
of Cars in the Train
"VR" - dining car
"KB" - car with b.uffet compartment
"SV" - first-clasa sleeping car wi.tli douh.le compartments
"M" - first--clas:s. car wi.th four-person compartments and reserved Fierths
"P" - second-class car wi.tfi. reserved ~iertfis.
"Zh" second-cla~s, non-reserved car
In the Station Name Column:
"Ot.'~ or "Otpr." departure.
"Pr." or "Pri'ti.." - arri:val
"P1." - station platform
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In the Headfngs of tfie. Tahles o~ Tratn S~cliednles�
The upper part of each tatile i'ndicate~ the. name of tfie compaap~ train, i~ts category~,
the numbeY under wt?tcn it travels in one di'~ce.ctton, the numfier of the traih
traveling in tfie opposite dtrection, the terminal points of its circulat~on, and
a brief indication of the daps on whicfi the train travel~.
The numbers found after the names of tfis train routes or after t~ie indication of
their period of operation have ~fie following meanings:
1) the. train operates tfiroughout tI~ enti.re summer peri.od,
that is, in June, July, and August; the period of oper--
ation of the train may change later depending on tfie flow
of passengers;
2) the train operates in .Tuly~ and August;
3) the tratn operates only in Auguat.
Trains not marked by the numbers 1), 2~, and 3~ are ctrculating constantly during
the effective time of the schedule..
How To Find Train Departure or Arri~al Tijmes for Any S~tation
To find the table f:n which a parti.cular station is included one ~honld f~rst find
the name of the station in the alphabet and then find tr.e appropriate table 5y
the number set alongside the station name. It must be kept in mind fiere tfiat the
reference numbers do not tndicate pages, but rather table numbers.
After finding the table which tncludea the necessary station, one sfiould look at
the vertical columns to the.left and right of the station name, wfiicfi sfiow train
numbers and the times that they pass each station. If there is a das~i oppo-
site the station, this means that the particular train does not have a stop; tf
the abbreviations "Pr." or "Ot." are next to the station this means that the indi-
cated time corresponds to the arrival or departure of the train; the symbols V
or /1 mean that the particular train does not pass thr~>ugh the particular station;
the symbol * indicates a brief stop by the train not exactly recorded in tlie
schedule. In the tables of schedule:. compiled for trains traveling in both di--
rections, the schedule of trains placed on the left must be read from top to liot-
tom, while the trains on the right are read from tFue bottom to the top. Some
tables with a large number of trains in a section are comptled s~eparately for each
direction of travel, tn other words, trains are put only on the right of the sta-
tion name; the time of train travel in these taliles must always be re~.d from top
.to bottom. The symfiol ' is added aFiove the taFile number for the. numbers of ta6les
showing the opposite direction.
, How To Compile a Trip Route
To compile a route for a trip by train, from the map of USSR railroad~ appended
to tfie scTiedule one must select tfie most appropriate di.rection and write down tn
sequential order the numhers placed along tfie rafl lines. Tfie scfledules of tratns
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printed tn the reference ta~i.Zes~ under tfi~sre. mm~fiers vri'11 giVe the complete trip
along the chosen route.. T~en compfl~ng tTie route of a trip one ~rtust keep in mtnd
that the shortest dfstance i~ not alarays tfie fastest in time. Tfierefore, one
must pay attention to particular ~cars that travel ~tfiout transfers (~tfie Table of
_ Non-Transfer Travel Fiy Particular Cars~.
How To Determine tTie. ~os:t of a Trip to Passengers
:'o calculate the. coat of a trig to pas~engers~ one must add up the number of ktlosn-
eters ~hown in the tables for the selected route and tfiea, after oFitaining tTie
total distance, use the calculatton tables in the section "Ratl Passenger Rates" to
determine the cost of travel to passengera. It must be kept in mind that wiien add-
ing distances the total number of kilometers does not always correspond to tfie
tariff distances (some distances such as short trips to deadend stations and travel
through large ~unction points such as the Moscow and Leningrad ratl centers are
not counted). Therefore there may be a sligTit dtfference between the distance de-
termined on the basis of tables in the schedule and the distance sfiown in Tartff
Manual No 4, which is the basic manual for calculating tfie amounts tfiat passengers
pay to travel by Soviet railroads.
~ Table of Contents page
How To Use the Train Traffic Schedule. . . . . . . . . . . . . . � , . . . 3
Schedule of Passenger Train Traffic (Terminals in tfi~ City of Moscoar~ 6
Non-Transfer Trips by Particular Cars . . . . . . � . � � � � � � � � � � . . lI
International Trains and Cars . . . . . . . . . . . . � � � � � � � � . . . . 23
Alphabetized I:ist of Stations and Stopping Points . . . . . . . . . . . . . . 33
Train Traffic Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Passenger Trains and Routes of Travel in the Principal Directions 335
Railroad Passenger Rates (Tariffs) . . . . . . . � � � � � � � � � � � . � . 368
Pxincipal Rules of Conveying Passengers, Hand-Carried Articles, and
Baggage on the Railroads of the USSR . . . . . . . . . . . . . . . . . . . 380
COPYRIGHT: Izdatel'stvo "Trans~ort", 1981
11,176
CSO: 1829/238 END
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