UKRAINIAN RAILWAYS/ROLLING STOCK/TIES/FISH PLATES/PASSENGER TRAIN PERSONNEL

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000600050377-9
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 5
• Document Creation Date: December 22, 2016
• Document Release Date: July 25, 2011
• Sequence Number: 377
• Publication Date: March 30, 1954
• Content Type: REPORT

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CLASSIFICATION SECRET
CENTRAL INTELLIGENCE AGENCY
INFORMATION REPORT
---- ++.y o~,.viai.6 aovcafL1e9/ tw. jr rAUt1 T
Fish Plates/Passenger Train Personnel
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r.N Y.I ?t. .??\.. ?.t :trl..tt?I.. Ir tYY. . 1. r .1.1 ~..,'
THIS IS UNEVALUATED INFORMATION
a. The railway lines, of consequence in the U nine, were all supported
by wooden ties. We had no istal or concrete - only wood. Railroad
ties used in the Ukraine were always creosoted at plants specifically
designed for such endeavor. There were two such plants in the
Southwestern i>dBR, one located in Dnepropetrovsk proper and the
other near the Ietrovski plant, north' of the city. The latter plant
(near Petrovski) in l$3 was moved by the Germans to the left
bank of the Doeiper at Jtsbms 1smr, naspropstrovsk. Creosoting
plants in the tM are called spalo propi.tochni savodi ftie
soma tang giants 7. Ties in the area were derived primarily from
b. Ties were annoot generally preadzed. Such adzing as was necessary
was effeeled at the tins the tin we laid under the rail ad
kastils !spike] were to be driven. having ever
seen s prebored ti,,s. &bove of were not
generally pQwdsed, aoaevar,
laid, same p>csedsia+t had been dome at the tie faactori~p~ were
c? In 29ho shun heavy lines were laid in the Doubas region and old
liars rebuilt, all the ties cd.the existing liars were replaced
by new cuss.
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d. Large numbers of spare ties were always stored at various rail sidings
along the main lines at Sinelnilovo and Dnepropetrovsk.
le tes. Sometimes rakushke /ockle-
send, with a little granite ells mere
hauled fro sea coast usa3 as ballast. In 1940, however, the 3inelni-
kovo-Usel aigf Donbas line was reconstructed. Heavy ties were used.
with only granite ballast tamped between them.
The Merefa Khersun line - heavy granite ballast.
The Uzlovaya-Donbas line - heavy granite ballast.
a. to
composed Prior 1940 ballast i the Donbas region was essentia of
3. Tie-spacing
a. On thh. Merefa Kherson line ties were spaced at approximately 24 inch
intervals. I would estimate that there were close to 1600 ties per
kilometer on this line.
b. The main line Chaplin-:b nelnikovo-Dnepropetrcvek-kiev, which carried
heavy fre
s ?ne s apart'
and out elese to three e tsp ced aabout e 12 to i14~ in ikThe e ties on
d s per kilcaeter. LCanite
ballast'for entire distance on the above line..'
a.
Rails used in the region up to the tune
Viniol type.
There were three types of Viniol rails.
ey were as -follows:
(1)
The type called lA was the smallest.
It was used only for spur
lines to plants and very little used r
ail sidings.
(2)
The type called 24 was medium sized.,.
Prior to reconstruction'in
1937 it was used on secandarv ]inn.-
used on branch lines where light traff
Rv 1913, hnw:re,. it .
ic passed.
(3)
The largest rails were called type
These rails
the strals gain lines
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engineers were contemplating the
than 3A Viniol.
and in use in the UMM v.
indirectly that Soviet railway
need for rails larger and heavier
that such rails are in existence
Felix Derzhinaky was introduced, in either 1931 1932,
last'
c? .After the considerable rail,, at was begun. The it
rail and
tie replacement that- in,the southwest. U9 SR, took place
in 1940. HoVevery when ,the German forces occupied the area during
World War II they found it necessary to revise the railway lines.
In order to use 'German rolling stock it was necessary for'them to
draw the rails closer together since German equipment is slightly
narrower in gauge.
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Fuel
a. Up to 1943.x11 the freight locomotives, such as the Felix Derahineky, the
Joseph Stalin, the Shchukin and the Eh Hovski burned. coal.
Passenger traffic and schedules
a. Kiev to Uziovaya: Seven hundred kilometers - the distance was traversed
in approximately 20 hours in the early thirties.
b. Dnepropetrovsk to Kharkov - about three hundred kilometers:
the Sormusky Us1
1nilo0omotiveAs utilized.
c.
Dnepropetrovsk - Kharkov - Kursk - Mosco
for Moscow, via the above route, departe
w: Up to 1940 passenger trai
d' from:Denpropetrovek at four
ns
o'clock in the afternoon and a ived in Moscow at 12 o'clock midnight.
From Dnepropetrovsk to Kongrad 5to7 the Sorsusky Usilni Locomotive was
employed. At Kongrad a Joseph Stalin Locomotive replaced the or u
Usilni and continued the haul to Moscow.
the schedule was
s Y io.. o fi: lane passenger. 'swam, drawn by a sormusay
Usilni Locomotive, departed from Dnepropetrovsk at 6:00 pa and arrived
in Sevastopol at 10:00 as the following morning.
rout per ecspss't eat (two uppers and two lowers). The beds in -
Soviet lespers ware laid opposite-free the to types. That is, they
was laid parallel to the axles, not parallel to the windows and door
b. One provodnik ~sonduaterr7 is assigned to each passenger car. I. checks
all tickets, k:aadles 1QOIM# assigns sleepers, and checks lavatories.
BE=
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freight trains passing ,in each direction at about 45 aiaute_-interva .
8. Personnel and aesseaars
a. Normally (before World filar It), a passenger car carried about 72
passengssrs. The sleeper ears were provided with sl"ILUg space for
56 passengers - with six passengers per coparteent. '10ollectoz4 lots:
over 13 tons-].
b. Merefa - 1herson: There is one rail like carrying freight in each
7. Par loads and traffic
a. The Pblix Derahinsky Locomotives the Ukr not ll}? draw 60 loaded,
four axle vagonnes boxcar]. the boxcars net *eight
as printed on the outside of tne care was oae ousand pools lightly
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He rechecks all
passengers. tickets at major stations and assigns seats to new
-
Sometimes he - a receipt for passenger tickets
9or less than a days issues' times he doesn't.
c. PriortoWorld War II the average passenger train carried 14
passe cars:
d. All Ukrainian pas or trains carried an Oberst or Ober Provodnik
Chief C
d
t
on
ue
oE was chardith th
-ge we responsibility of, the .
entire train.' Ong Yin dutioo he controlled and directed the work
of allprovodaiks and also exercised control over the engineer, in
so faras the
art erned. he
seager were cone
~ k e4in the UBSR rac
va ?IIerio
rver ery responsible
tly, s the Ober ystemlistco sidered a
on the entire train. The Ober is in 1
oss
i
of
h
p
ess
on
a whistle
t
with
which he gives the depart m a signal at railway stations. The
engineer cannot start the train until the Ober h
a
as siga
llgdby
blowing the whistle.
e. Personnel on passenger locomotives consist of the mashinista engineeJ
and a kachegar /Fireman.,8ometimes a
zn
pomo
ik 5assistang iadded
s, to the abeve personnel - but, only when automatic stokers are not used.
L c .otive repair
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a to yea, - and
~o;uter surface pt the, we tritekb'for both freight passenger
eco o ives L+n the?oente] were painted white. Dates of last repair
and inspection were printed over the white paint.
10. Fish plates, s)ikes and tie plates
a? here were two kastiles pike] on either side of the rail
on all gain lines. The spikes were at least six inches long and 3/48
an inch thick. They ware driven into the tioa t
b. The as kudke flush plate] we all of the four hole
~s - two-holes per rail. ea agram low and diagram on pigs two]
c? Pod kladke fie plate] lore. also roar hours -
twoto the outer side
of the ra1
n two o
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