FACTORS AFFECTING RAILROAD ROLLING STOCK/REPAIR OPERATIONS IN THE USSR/(Sanitized)OWNERSHIP DATA

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00047R000300130003-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 3
• Document Creation Date: December 23, 2016
• Document Release Date: April 1, 2013
• Sequence Number: 3
• Publication Date: July 31, 1953
• Content Type: REPORT

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Declassified in Part - Sanitized Copy Approved for Release @ 50-Yr 2014/11/04: CIA-RDP82-00047R000300130003-0
CLASSIFICATION SECRET/SECURITY INFORMATION
CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
COUNTRY
SUBJECT
USSR
Factors Affecting Railroad Rolling
Stock Re air eserations in the USSR
Ownership Data
PLACE
ACQUIRED
DATE
ACQUIRED BY SOU
DATE OF INFORUAT
THIS 000UMCNT CONTAIN' INFORMATION APFAOTINO TON NATIONAL 0 KKKKKK
OF TOO UNITED KKK KKKK WITHIN THE MEANING OF TITLC IN, BASTION' 703
AND 704, OF TN1 U.S. 0001, Al AMINDAD, ITS TRANSMISSION OR RITA.
LATION OF ITS CONTENTS TO MR RECEIPT SY AN UNAUTNOR1110 PINION IO
PROHIIITID ST LAW. THE RRRRRR MOTION OF THIS FORM IS FROPIIIIITIO.
DATE DISTR.J/ Jul 1953
NO. OF PAGES 1; 50X1
NO. OF ENCLS.
(LISTED BELOW)
SUPPLEMENT TO
REPORT NO.
THIS IS UNEVALUATED INFORMATION
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Kapitalniy remont paravozov means capital repairs of locomotives. This category
. included work in connection with major overhaul of all basic parts ota locomotive.
For instance, inspection and repair of the boiler, replacement of all, or the
greater part of the fltesp-inspection and repair of the steam engine with replace-
ment Of worn out parts, reboring of cylinders and replacement of pistons or piston
rings, replacement Or repair of wheels, complete or partial repq.a6iment of boiler
and hull insulation, and repair of the firebox with replacemenVT5r worn-out parts.
Sredniy remont paravozov or medium repairs of locomotives inelaia-rthe following
types of repair: Examination of"flues with reeaulking and partial replacement,
turning or replacement of repairs of such parts of the steam engine as the
valve box or pistons, and flushing of the boiler. Podyemochniy remont paraozov
means elevated repair of locomotives. This category of repairs is tarried out In
conjunction with certain repairs which fall into the medium Category) that is,
-repladement of wheels) replacement of the journal boxes, etc, for whilh the loco-
motive is raised by a set of jacks. Promyvochniy remont paravozov or washing
repairs of locomotives is for the purpose of cleaning the steam boiler of dirt.
Capital and medium repairs as a rule are carried out according to plan, by pre-
determined delivery schedule of the locomotives for repair. A locomotive cannot
be delivered for repair outside of this schedule except in exceptional circum-
stances when one type of repair or another is necessary as a result of an acci-
dent or collision. A locomotive undergoes capitalrepairs when it has served
four to five years and travelled 300-500 thousand kilometers. Medium repairs
are undergone when the locomotive has served one-two years and travelled 100-150
thousand kilometers, The "podyemochniy" repair is not carried out regularly but
according to need occasioned by the degree of wear of various parts between
medium and capital repairs: The steam boiler washing (promyvochniIremont) is
carried out about once a month after travelling 8-10 thousand miles or else
according to the condition of the water, in the boiler.
CLASSIFICATION; .SECRET/SECURITY INFORMATION
DISTRIBUTION
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�ZUVZI/6-tra INFORMATION
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oss n e iciency.
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all locomotives are taken in for capital or medium re-
pairs according to pre-determined-scheduleerand. oecasionsiwhere a locomotive covets
more mileage than planned for between regular repairs are quite rare. In any cate, all
locomotives which the-road:has in regular use operate .with full power adequate to carry
out established norms of speed and load for the type of locomotive and for the road
sector right up to theolast day before they are delivered for regular repairs, Locomo-
tives whose technical condition does not permit them to fulfill work norms are set aside
for switching work in terminals or else are taken off the list of a road !s locomotive
park in anticipation of'. delivery for repairs.
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Capital repairs of locomotives are carried out in gpecial locomotive repairs yards of
the Peopleas Kommissariat of Railways (NKPS). These yards can.be found on almost all
of the roads of the USSR. Roads which do not have repair yards of this type in their
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territory sendrtheirolocomotives to ds belo ing to adjacent roadeby order of the
NKPS. On the Southwest Railroad
.there were such Yards at the Kiev "1"
passenger station at the Odessa freight station and at Bobrinets (Bobrinskays). On ad-
jacent railroads of such repair yards at the Konotop and. Briansk stations on the
Mosoow-Kiev-Voronezh railroad, at the Poltiyarand Kharkov stations on the Southern rail-
road and. at Dnepropetrovsk on the Stalin Leig/ railroad. Medium, elevated and washing
repairs of locomotives are carried out in the sector workshops of the service of haula e
(eluthba Ty.gi)0 Mediu� repairs are also carried. tL., 0ea:tive re air ds
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The name of the road on the cars has been preserved from preeRevolutionary times When
private railroads existed side by side with State railroader At the Present time, these
.names have only a "Symbolic" significance since the entire rolling stock is the property
of one owner, the State..
(a) Daring the entire period of its service until it is stricken from the inventori
every railroad oar circulates over all the railroad systems of the USSR regardless
of what road it belOngs to. Each railroad makee use of all the cars in its park
as if they were is ownand only at times specified by plan is the car returned to
the owner-road for capital repair. And this is the limit of the responsibility
'Which the owning road has toward its awn cars. r 50X1
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Current repairs, _ periodic inspections, cleaning and maintarince of the pars in a
condition Which will insure uninterrupted use and safe travel are the'responsibilitv
of the red in Those i.Arisdiction the car is at a given moment., 50X1
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The NKPS .has introduced or all railroads a single nomenclature, of repair work and
rates on the basis' of whiroaahe railroads have reciprocal accounts for repair'work50X1
which. has 'Leen carried out.
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The quality of car rTepair work does not depend. on whetheritIA:work is :carried on in
the. workshops of the ''wring railroad or some *thPr road sinee'there-is a single
standard set of rates . Ind, Ptrictly speaking, anyneonoaption of ownership here has a
purely conditional sense.
The NUS established a schedule of rates for the entire railroad network on the bas i ot
which reciprocal accounting is carried on between the roads. Unfortunately I have: nc) in- �
formation on the technical aspects of this question and can throw no further ilgt.t on
this quetion,
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As a rules it is strictly forbidden to send a car on a run. unloaded. The NKPS has
established norms for unloaded runs for each railroad and exceeding these norms is an
indication of poor work on the part of the given road. A railroad which receives a
car from another road is by no means obliged to return the car to the owner road after
unloading it; but is free to use it.as it sees fit just the same as its own ears
either in its own territory or in the territory of any other railroad, as ir neccesary
in the fulfillment of its work plan.
As a rule, the cars mast be loaded, fully according to a norm established for a given
car. Short loads (nyedogruz) can only be permitted in those exceptional instances .
when the type of cargo is such that the car does not contain its entire tonnage quota
when fully loaded or in other analagous instances.
The NKPS determined the daily unloading schedule and the neccesary rolling stock to
carry Out this schedule. If some railroad did not have enough rolling stock to carry
out its shipping schedule, the OPS sent out directives to adjacent railroads with an
excess of cars instructing them to deliver the quantity of cars needed (regardless of
the road to which the given cars belonged). If the number of loaded cars going to
the road whichvas short of cars was less than the number requested by the NKPS, the
remaining number of cars were sent empty. There could be no delivery of empty cars
from one road to another in excess of the norms established by the NKPS.
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The NUS has established definite norms of demurrage in loading and unloading 50X1
according to type of freight and the capacity of the car. The sender and receiVer'pf
the freight is responsible for loading and unloading the cars. Those responsible ' for
delays must pay demurrage charges to the railroad at a. rate of three-five rublesjer
day (24 hours) per car. In instances where the receiver of the freight fails fora
long period to unloads and the railroad has need of the rolling stock, the road has
the right to unload the freight in its own warehouses with subsequent imposition of
fines on the receiver for all suffered losses by the railroad. ,
There are very few railroad cars in the USSR belonging to industrial enterprises.
Only a very few very large industrial enterprises have their own rolling stock and
these cars were only able to circulate on rails within the grounds of the plant to.
serve the needs of the plant. They could not be sent out to travel on otherrroads.
All freight being sent either to or from the industrial enterprise has to be loaded
in the rolling stock of a railroad.
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SECRET/SECURITY INFORMATION
Declassified in Part - Sanitized Copy Approved for Release @ 50-Yr 2014/11/04: CIA-RDP82-00047R000300130003-0
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