ELECTRIFICATION OF USSR RAILROAD NETWORK

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• Document Creation Date: December 22, 2016
• Document Release Date: September 9, 2010
• Sequence Number: 4
• Publication Date: May 1, 1957
• Content Type: REPORT

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AIR INTELLIGENCE INFORMATION REPORT
FROM
in Len;,ngrad .for Pushkin and Pavlovsk. (photo)
Fig.15 - Preparing lumber for the roof of the new enginehouse at Adler
station. (photo)
10. Fig.16 - Loading foundations for reinforced concrete supports produced at
Be lorechenskaya.(photo)
Fig.17 - Near Chusovskaya electric locomotive enginehouse. (photo)
11. Fig, 18- An electric train pulling a heavy duty train on the Ufa-Chernikovka
stretch. (photo)
Fig.19 - Electrification of the Dema-Kropachevo line. (photo)
12. Fig,20 - The installation of an anker tower on the Vavilovo-Min'yar stretch.
(photo)
r 1g.~.l - TL22 1203-- el4ctr c lo:: nok1ve pu Ung a heavy duty train on
Vavilovo.MMin1yar stretch of the Ufa system. (photo)
30 Fig. 3 - Map showing rail lines to be electrified during the Sixth Five-Year Plan.
4. Fig. 4 - Map of rail lines to be electrifies by 1960.
Fig, 5 - Diagram showing the growth of electrified rail lines from 1940 to 1960.
50 Fig. 6 - Diagram of the development of the Moscow Railroad system from
1937 - 1952,
6. Fig. 7 - Diagram of the railroad lines of the Moscow area?
7. Fig. B - Photo shows an electric locomot#ve "VL22-1052 pulling a train on
the Mosbva - Serpukhov stretch of the Noskva-Kursk-Donbass system.
Fig. 9 - At Pereva electric locomotive enginehouse. (photo)
8. F ig dO - Photo shows condition on tracks to the locomotive repair and
servicing shop on the Ozhereltye-Uznnovo stretch.
Figell - The first locomotives using single-phase alternate current of industria;
frequency could not be placed in enginehouse due to lack of facili-
ties and were left for several days on the tracks of the Ozherel'ye-
Uzunovo stretch. (photo)
Fig.12 - Old fashioned and primitive system of sanding new single-phase alter-
nate current electric locomotive on Ozherel'ye-Uzunovo stretch .(photo)
Fig013 - Electric train leaving Kashira station. (photo)
9. Fig.14 - view of the first electric train departing from the Vitebskiy Terminal
AFO ' 1Al
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REPORT NO.
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PAGES
LIST OF TCLOSURES
1. Fig. 1 - No, 1 Freight traffic on the electrified lines, calculated in
ton-kil ters increased 8.8 times in 1955 as compared to 1940.
Diagram No 2 shows the percentage of electrified lines to the
total length of rail network and the freight traffic.
2. Fig. 2 - Diagram of rail lines to be electrified during the Sixth Five-Year
Plan period.
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13, Fig. 22 - Electrified section on the Dema-itayevka line. (photo)
Fig.23 - Installation work on a run near Rayevka station on the Dema-Rayevka
electrified section of the Ufa system.
114 Fig. 24 - An electric loca?aotive draws a heavy duty train along a section of
the Vyazovaya.-Nropachevo railway of the South Urals system. (photo)
15. Fig. 25 - A string of railroad care loaded with coal on an electrified
section of the South Urals railway. (photo)
16. Fig. 26 - A train loaded with 700-800 tons of freight, over the norrn hauled by
electric locaatnotive on Zlatoust-Chelyabinsk section of the South
Urals system. (photo)
17. Fig. 27 - Workmen at Barabinsk electric locomotive enginehouse. (photo)
18. Fig. 28 - Signal-operator at Barabinsk station of the Omsk system. (photo)
Fig. 29 - This building was formerly used for technical inspection of steam
1occi otives at Barabinsk, now it has been adjusted for equipp g
of electric locomotives and has a mechanized system of sanding
and lubricating. (photo)
19. Fig. 30 - Near Barabinsk station of the Omek system. (photo)
ig. 31 - An interior 4iCK o reconstructed 17tiV~J i Vi f a Cx shop for lifting repair at
Barabinsk locomotive enginehouse. (photo)
20. Fig. 32 - Installation of contact network at Nazyvayevskaya station of the
*ek system. (photo)
21. Fig. 33 - The installation of an oil circuit-breaker at the Nazyvayevskaya
traction sub-station, (Photo)
22. Fig. 34 - Shunting operations at Nazyvayevskaya station of the Cbask system.
(photo)
Fig. 35 - View of a contact tower at Nazyvayevskaya station. (photo)
Fig. 36 - View of electrified Omsk Nazyvzyevskaya section. (photo)
23. Fig. 37 - A part of the electrified Usuaty-Novokuznetsk section of the Tomsk
system. (photo)
Fig. 38 - Workmen at the lifting and medium repair shop of Inskaya electric
locca otive engine~ouse of the Tomsk system. (photo)
24. Fig. 39 - An electric locomotive along a section of the Irkutsk Slyudanka
line of the East Siberian Railway near the city of Bay~l, which
lies in the distance. (photo)
Fig. 40 - "S" series a3o-0+0-3o-0 type electric locaanotive. (photo)
25. Fig. 41 - "V19-01" electric locomotive. (photo)
Fig. 42 Q layout of equipment on "VL19'-01" electric locomotive. (diagram)
Fig. 43 - VL19-02" series electric locomotive with rheostatic braking system.
(photo)
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26. Fig. 44 - "SK" series electric locomotive. (photo)
Fig. 45 - ==vL22" series, 0-30040-300 type electric locomotive. (photo)
Fig. 46 - "OR22-O1" single-phase electric locomotive. (photo)
27= Fig. 47 - The first electric locomotive constructed in Novocherkassk. (photo)
28, igo 48 - "N8-001" 8-axle electric locomotive. (photo)
igo 49 - "N0-001" single-Phase electric locomotive. (photo)
Fig. 50 - "N-O'-004" electric locomotive operating on single-phase industrial
frequency current. (photo)
29o Fig. 51 - New "N-0-001" electric locomotive built by Novocherkassk electric
locomotive building plant. (photo)
Fig. 52 "V L2 3=OOl", 4,300 hj' electric locomotive and 90 - 100 km/hr design
speed built by Novocherkassk electric locomotive Building Plant.
(photo)
30. Fig. 53 - The first 6-axle "Vlr-23-001" electric locomotive produced by
Novocherkassk electric locomotive building plant. (photo)
Fig, 54?- The new main line "VI-23-O0" electric locomotive produced by the
Novocherkassk electric locomotive building plant. (photo)
31. Fig. 55 - New trunk line electric locomotive of "VL23" series produced by
the Novocherkassk plant. (photo
Fig. 56 - High powered "VL23" and 0N..8t1 electric locomotives on the test
tracks of the A11-Union Scientific Research Institute. (photo)
32.-Fig. 57 - View of the "N8-002", S axle, 5,000 hp electric loca~aotive. (photo)
Fig, 58 - Final preparations at the Novocherkassk plant for the dispatch of
8-axle electric locomotive. (photo)
33. Fig, 59 !!j 9?-55" electric locomotive re-equipped for operations on two
voltages. (photo) r
Fig. 60 - Three car unit with "S " series motor-car. (photo)
34? Fig. 61 - Three-car unit with I'Sseries motor-car exits to high piatf~rms.
(photo)
Fig. 62 - Three-car unit with "Si" motor-car with exits to low platforms.
(photo)
Fig. 63 - Electric motor car built in 1926 by Nytishchi Railroad Car Building
Plant. (diagram)
35. Fig. 64 - Three-car unit with "Se series electric motor-car. (photo)
Fig. 65 - "Sv'1 series rnotor~car0 (photo)
Fig. 66 - Basic dimensions of three-car unit with motor-car. (diagram)
36. Fig. 67 - Exterior view of the motorcar unit built by the Rigs. 1 ilroad
Car Building Plant. (photo)
Fig. 68 - Interior view of the motor-car unit built by a Riga Manta (photo)
Fig. 69 - New "SN" three-car unit built 1 a Riga plant in 1955. (photo)
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37. Fig. 70 Exterior view of the electro-train unit of the "ER-1" produced
by the Riga plant. (photo)
Fig. 71 - New type electric train produced by a Riga plant. (photo)
3$. Fig. 72 - Basic damenSions of the three-car unit with "Sd' series motor-car.
(diagram)
Fig. 73 - "flJT22" series 0-3--0#0-3-0 type electric locomotive, (photo)
390 Fig0 74 - At Novocherkassk Electric Locomotive Plant. (photo)
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PAGE 6 OF 163'AGES
ELECTRIFICATION OF USSR RAILROAD NETWORK
TABLE OF CONTENTS
Chapter I. Introduction
A. General problems of rail electrification in the USSR
B. Length of electrified rail lines in the USSR
Chapter II.
A. General information on the development of electrification of Moskva
Rail Junction
B. Northern System lines
i. Electrification of Moskva - Mytishehi - Aleksandrov line
a. Operations on Moskva - Aleksandrov line
b. Operations of Moskva III Electric Locomotive Enginehouse
2. Electrification of Moskva - Iksha - Dmitrov Line
C, Go 'kiy System Lines
D. Moskva - Ryazan' System line
E. Moskva - Kursk - Donbass System lines
1. Electrification of Moskva - Serpukhov - Skuratovo route;
operations of Pererva Electric Locomotive Enginehouse
2. Electrification of Moskva - Kashira - Ozherel'ye route
r O
3. Electrif .,ication of nzhel ,"ed ~. ,~ ?? t,re~ p yap~ral A~', ~ line
a. Use of single-phase alternate current of industrial frequency
b. Electrification work and operations on Ozherel'ye - Pavelets
lane.
F. Moskva - Kiyev System line
G. Kalinin System lines
1. Electrification of Moskva - Smolensk route
2. Electrification of Moskva - Rzhev route
R. October System line
Chapter III. Electrification of Suburban Rail lines
A. Electrification of rail lines near Leningrad
B. Electrification of rail lines near Kiyev
C. Electrification of rail lines near Riga
D. Electrification of rail lines near Tallin
Chapter IV. Electrification of rail sections on Stalin, Donets, and Southern
Systems
A. Electrification of Zaporozh'ye - Nikopol' - Dolgintsevo Line (Stalin
System); operations on the Zaporozh'ye - Dolgintsevo Line.
B. Planning for the electrification of Debal'tsevo - Zverevo and
Debal'tsevo - Gorlovka sections (Donets system).
C, planning for the electrification of Yasinovataya - Pyatikhatki route
D. Electrification of Khar'kov - Merefa - Lozovaya Line of the Southern
System.
Chapter V. Electrification of sections on Kirov System line
Chapter VI. Electrification of Caucasian Rail lines
A. Electrified lines of the systems
B. Current electrification projects
1. Belorechenskaya - Tupase - Sochi - Adler - Sukhumi Line
2. Zestafoni - Chiatura line
3. Ochemchiri - Kvezani branch line
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C. Operations of Tbilisi and Khashuri Electric Locomotive Enginehouses
1. Tbilisi Electric Locomotive Enginehouse
2. Khashuri Electric Locomotive Enginehouse
Chapter VII.
A. Electrification of Sverdlovsk System lines
B. Operations of electric enginehouses of the Sverdlovsk system.
16-557O-1 U. S. GOVERNMENT PRINTING OFFICE : 1951 0-918739
Chapter VIII. Electrification of Moskva - Vladivostok route
A. Introduction
B. Electrification of Kuybyshev System lines
1. Electrification in the past
2. Electrification in the Sixth Five-Year Plan period and progress
achieved so far
C. Electrification of Ufa System lines
10 Introduction
2. Dema - Kropachevo section
3. Dema - ReStevka section
11.. Rayevka - Pokhvistnevo section
D. Electrification of South-Urals System lines
1. General information
2. Berdyaush - Bakal branch line
3. Kurgan - Makushino section
!+. Magnitogorsk - Abdulino line
E. Electrification of Omsk System lines
1. General information
a. Reduced cost of operations
b. Increase of through-put capacity
C. Weig1t ';of trains
d. Train speeds, runs, efficiency and other indices
e. Plans for 1956 - 60
2. Dieselization of Makushino - Isil'Kul' section
3. Electrification of Isil'Kul' - Omsk section
)4.. Electrification of Omsk - Tatarskaya section
5. Electrification of Tatarskaya - Barabinsk - Chulymskaya section
a. Barabinsk Electric Locomotive Enginehouse
6. Electrification of Omsk - Nazyvayevskaya section, the "Vagay route"
7. Construction and electrification of new Barnaul - Omsk trunk line
F. Electrification of Tomsk System lines
1. Electrification of lines
2. Operations
3. Belovo Electric Locomotive Enginehouse
1+. Inskaya Electric Locomotive Enginehouse
5. Novosibirsk Steam and Electric Locomotive Enginehouse
G. Electrification of East Siberian System lines
1. Irkutsk - Slyudyanka section
2. Cheremkhovo - Irkutsk section
Chapter Ix. Electric Locomotive Rolling Stock
A. Problems and tasks of the electric locomotive industry
B. Development of electric locomotive production
C. Production data
D. Electric locomotive repair plants
E. Motor-cars and their development
F. Production chart.
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INTRODUCTION
This study, based on Soviet open sources, attempts to present the development in
use of electric traction on the USSR rail systems covering the entire period since
its initiation in 1926 to September 1956. The available information has been axr-
ranged according to the geographical location of rail lines, their administrative
subordination and in chronological order. Some data on the operations of the elec-
trified lines and the electric locomotive enginehouses were also included. However,
no special, research was attempted for detailed description of enginehouse facilities,
electric power supply systems and complete operational data. The latter could be
subjects for a separate study at a later time.
The production of electric locomotives as a closely related subject was briefly
discussed in a separate chapter.
The study was divided into nine chapters: the first is concerned with the general
problems of r.ilroad electrification and length of lines, Chapters 2 thru 8 dis-
cuss electrification of lines by systems, and the last chapter - rolling stock
production.
The task of electrification is the concern of five USSR Ministries and depends on
their efficiency and cooperation (1). In spite of the fact that the advantages of
electric traction were widely acknowledged in the USSR for quite some time (2)
many leading Soviet specialists and administrators are blamed for giving preference
to steam traction (3). This fact may be the cause for the extremely slow rate of
electrification work, which has been characteristic for the last few years (Ii.).
One should compare, for example, the speeches of M. Kaganovich in 195+ and 1956.
In 195 , M. Kag iovich, First Deputy Ciaairman. of the Council of Ministers of the
USSR, urged stepping up electrification of rail systems (5). Two years later, he
and B. P. Beshchev, Minister of Transport, openly acknowledged failure in this
task and even accepted the sharp criticism expressed by Khachaturov (6).
Some drawbacks in the development of electric traction hav? been found in the lead-
ing Soviet scientific organizations, such as the Institute of Complex Transport
Problems which failed to give adequate attention to work on the development of both
electric and diesel traction (7).
It was openly acknowledged that the organizational system of the electrification
work was not expedient and suggestions were made to make changes (8). In response
to this, a few steps were made, including the assignment of Bobel' for the newly
created position of Deputy Minister for New Techniques (9) and also the order to
accelerate the rate of electrification was issued jointly by Ministers Beshchev
and Kozhevnikov in April 1956 (10). But nothing brought favorable results (11). As
late as September 1956 Soviet publications reported a lag in rail electrification
(12).
Contrary to the usual Soviet statements about their superiority in all technical
fields, a new trend has been noted. Soviet officials and leaders in technical
science began more and more to draw attention to the technical progress in rail-
roading of foreign countries and tentative comparisons have been cautiously made
(13). Several examples have been given in this study.
In fact many Soviet authorities have acknowledged that primitive and out-dated
methods in railroading are used and that there is a lack of mechanization (14.).
Simultaneously, though, the use of atomic energy in the transportation field was
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discussed (15), even though the development of atomic plants during the Sixth Five-
Year Plan period will be only on an experimental basis (16). The use of very ad-
vanced power systems seems to be in the distant future in this country, where even
to the present, existing and available machinery is not used to its full capacity
and manual labor is applied to such labor consuming operations as the digging of
ditches for catenary system supports and other similar operations (17).
The discrepancy between planning and actual achievements is very vividly illustrated
by the comparison of the length of electrified lines. The entire Second Five-Year
Plan (1933-1937) envisaged the electrification of 18,000 - 20,000 km of rail lines
(18), but actually by 1 January 1938 there were only 1,041 km of electrified lines
in permanent operation (19), of which 979 km were placed in operation during the
plan period (20). By 1940 the total length of electrified lines was 1,900 km, as
given in an official Soviet source (21).
In spite of the boasting plan figures of 1,840 km slated for electrification in
the Third Five-Year Plan (22) and 5,325 km in the Fourth (23), the goals were never
reached and the electrified lines comprised only 3,000 km in 1950, as stated in the
statistical collection published by the Central Statistical Administration of the
Council of Ministers (211w). The Fifth Five-Year Plan slated electrification of
3,900 km (25); but the goal was met only 58 per cent (26). This means that during
the 1951 - 1955 period 2,262 km were electrified. If the 3,000 km (the figure
given for 1950) he added to the number of kilometers electrified during the Fifth.
Five-Year period, one can conclude with certainty that there were not more than
5,262 km of electrified lines in the USSR by the end of 1955?
The 1956 plan for electrification stipulated only one tenth of work of the entire
8,100 km provided by the Sixth Five-Year Plan, i.e. 810 km (27). In 8 months of
1956 only 40 per cent of the program was completed (28). However, the latest
statement of M. G. Pervukhin (in February 1957), First Deputy of the Council of
Ministers of the USSR and Chairman of the State Economic Committee, stated that
the appropriations allotted for rail electrification will double and 1,258 kin of
electrified lines will be put in operation in 1957 (29).
Even if supposition will be made that in 1956 the planned 810 km were electrified
and the 1957 goal of 1,258 km achieved, the remaining 6,032 km of the 1956-1960
plan will have to be electrified in the last two years of the period, what does
not seem practically possible.
Information collected on the electrification of the Moskva city has been presented
in accordance with the railroad systems which converge upon the city, including 2
lines of the Northern, October, Gor'kiy, Moskva-Ryazan', Moskva-Kursk-Donbass,
Moskva-Kiyev, 2 lines of Kalinin and the Moskva Belt systems. Of extreme interest
is the electrification of Ozherel'ye-Pavelets line, the first US`s experimental
electrified line to operate on the single-phase current of industrial frequency
(30), where in spite of its significance occur such inadegt~ cies as the pulling of
new electric locomotives by old steam locomotives because of deficient facilities
at the enginehouses (31), or use of hand torches for heating new locomotives be-
cause of the lack of antifreeze (32).
The electrification of suburban lines near large cities such as Leningrad, Kiyev,
Riga and Tallin was described in Chapter III. The majority of lines approaching
Leningrad city were electrified by 1956 (33) and it is expected tha.t only electric
and diesel locomotives will operate on the entire Leningrad - Moskva route by
1957? (3)4.)?
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AF FORM 112 PART II
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FROM (Agency)
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ar ^rP a aF +nb R. ! r ti,?. Rn,
UNfli
AIR INTELLIGENCE INFORMATION REPORT
REPORT NO.
IR - 338- 57
PAGE 10 OF 163 PAGES
Near Klyev, only 37 km Kiyev - Boyarka - Vasil'kov line was electrified by
November 1953 (35), although some progress was reported in the electrification of
the Kiyev - Darnitsa line (36)0
Near Riga, the only clot; tr ified line is the 45 km stretch from R; g_ to ~
_o Kameri
where the last section was completed by the end of 1951(37).
The only electrified line near Tallin is the 11.2 km stretch from Tallin to Peskyule,
completed in 1924 (38)0
The Zaporozh'ye - Dolgintsevo line (Stalin system) electrified prior to 1941,
remained the only electrified line of the Krivoy - Rog - Donbass route in 1956 (39)
(chapter N) .
The plans for the electrification of the Yasinovataya to Pyatikhatki stretch made
in 1932-1933 (40) were never accomplished, and the same goal was set again for the
1956-1960 period (41).
In 1954, plans were made for the electrification of the 25 km Kharkov - Msrefa
line ~f the Southern system (42) to be completed in 1957 (43), and work was
actually in progress on the entire Kharkov - Merefa - Lozovaya line in 1956(44).
The electrification of the 278 km Muromsk - Apatity - Kandalaksha line (plus 22 km
Apatity - Kirovsk branch) of the Kirov system was started in 1934 (45) and c-
pleted by 1941 (46). Electrification for Kandalaksha - Loukhi section was suggested
in 1956 (47).
The electrified rail network of Transcaucasian system (Chapter VI) comprised 26 per
cent of the total length of the system in 1950 (48) and 50 per cent in July 1956(49).
By the beginning of 1956 there were about 1,000 1cm of electrified lines, as stated
by Golovanov (50). It is expected that the ratio of electrified lines will increase
to 60 - 65 per cent by the end of the Sixth Five Year Plan period(51).
There were over 1,000 km of electrified lines on the Sverdlovsk system in the early
part of 1956 (52). Most of these lines are in the northern Urals. Of significance
is the planning to build and electrify a new 320 km line from Sinarskaya to
Krasnoyfimsk and thus relieve heavy traffic of the existing east-west connections of
this area (53)0
The most ambitious program of the Sixth Five-Year Plan is the electrification of the
route from Moskva to Irkutsk ( 54) , (Chapter VIII). Since the total route is made up
of a number of rail systems, the data was classified in sequence of rail systems is
the eastward direction, and titled by the name of the system. Some information on
the diezelization of the Makushino - Isil'Kul' section has been added without going
into details of diesel traction, which will be the subject for a separate study.
By the beginning of 1956, 1,443 km of sections on the route were already electrified
and construction and erection work was started on an additional 672 km (55).
The first line of the Moskva - Irkutsk route is the Kuybyahev system where 11 km
(from Kuybyshev to aircraft center in Bezymyanka)* were electrified in 1944 and an
additional 11 km to Smyshyayevka by 1952 (56). The current Five-Year Plan calls
for a total of 680 km of rails to be electrified by 1960, as told by A. Okhremchik,
chief of the system (57).
* See the report on "Principal Freight Handling Stations of the Railroad Network of
the USSR" AF 1068515 dated 31 December 1956, pp 12 and 31~
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The main line of the Ufa system is electrified by sections from east to west. The
Sixth Five-Year Plan envisages the changeover to electric traction of the total
main line (58). The 170 km Deena, - Kropachevo section was electrified by Jan 1955
(in 4 years) (59); 105 km Deena - Rayevka section, electrified and opened for
traffic on 3 October 1956, (60) and 250 km Rayevka - Pokhvistnevo section due to
be put in operation in 1957(61).
The total 746 km of the South-Urals system is subject to electrification as told
in a 1954 source (62). Since World War II electric locomotives have been in oper-
ation on the Chelyabinsk-Zlatoust section (63), on Kropachevo - Chelyabinsk
section in 1953 (64) and on the entire Chelyabinsk - Deena section (65) by 1955?
The 52 km Berdyaush - Bakal section was under electrification since 1754 (66), as
well as the entire Chelyabinsk - Kurgan - Makushino (this station is of the Omsk
system) line (67).
According to the Sixth Five-Year Plan the 512 km Magnitogorsk - Abdulino trunk
line will be constructed and electrified ,(~8). The work on this line was commenced
in 1956 and is progressing expediently (69).
The electrification of the Omsk main line (582 krn of mai< line and 423 km of the
"Vagay route" toward Sverdlovsk) was started in 1954, (70) in an east to west
direction (71) and in April 1956 the last steam locomotives were taken off the main
trunk line (72) with diesel locomotives in operation on Makushino - Isil'Kul'
section (73). This dieselized section is slated for electrification by 1959 (74).
The electrification of the 1tVagay route1l on the 149 km section between Omsk and
Nazyvayevskaya was completed in November 1956 (75).
The plans were also made to construct and electrify a new trunk line from Omsk to
Barnaul (76) in order to ease double-track Omsk - Novosibirsk line which is over-
burdened by heavy traffic. Here, the earth work has been started (77).
On Tomsk system a 141 km double-track Belovo - Novokuznetsk section was electri-
fied during the Second Five-Year Plan. This line carried Kuznetsk coal and Urals
ore (78). And only in 1955 the line from Chulymskaya to Novosibirsk and
Novosibirsk to Inskaya were electrified (79).
The Sixth Five-Year Plan called for electrification of the Promyshlennaya - Belovo
line (80).
The East Siberian system so far used basically steam traction, the only exception
being the newly electrified 134 km Irkutsk - Slyudyanka section, where operations
started in the second half of 1956 (81). Plans were made to electrify the 123 km
Oheremkhovo - Irkutsk line (82), and in October 1956 preparations were being made
for electric motor car service on the 63 km Irkutsk-Podkamennaya rail section (83).
The problems and tasks of electric locomotive industry, the development of electric
locomotives and. motor-car production have been presented in the last chapter of
the study. comparisons have been made between the planned and actual pduction
figures and an attempt was made to present this data in chart form. The details
on the. prodtction and performance of the Novocherkassk Electric Locomotive Build-
ing Plant were not included, since this vii]. be the subject for a separate study.
The difference between planned figures and actual achievements is considerable.
It seems to be doubtful whether the ambitious plan for the Sixth Five-Year Plan
period to produce 2,000 electric locomotives can be fulfilled.
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:1.2 OF 163
PAGES
The poor production results of the first half of 1956 with only 105 electric bloc- n.
comotives produced (8 ) would not warrant too much certainty that this PPe
This report will be supplemented with periodical additional studies concerned with
the current developments, e1ges~ and progress of projects under way.
CHAPTER I.
A. General Problems of Rail Electrification in the USSR.
B. Length of Electrified Rail Lines in the USSR.
A. General Problems of Rail Electrification in the USSR.
The change over from steam to electric traction on the USSR rail transport is des:
rather complicated task and depends greatly on the performance of five Ministry of Transport, Ministry o'Transport Construction, Ministry of Electrical
Industry, Ministry of Electrical Power Stations, and Ministry of Electrical Power
Station Construction (1).
At the present ti the Ministry of Transport Construction carries the heaviest
volume of work on rail electrification (2), after taking over the responsibility
from the Ministry of Transport ( 3).
The advantages of electric traction were widely acknowledged in the USSR (ii.) and
moreover, it was admitted that the future of the Soviet rail transport depends on
its change over to electric traction (5). As stated by I. S. Sal'nikov, during
the World War II, the electrified rail lines played a very important part in the
operations of railroads which coped with extremely heavy traffic hardly possible
to be carried out by any other country (6).
In 195+, M. Kaganovich, First Deputy Chairman of the Council of Ministers of the
USSR, in the speech delivered during the railroad workers convention, declared.
that the introduction of electric traction should be the first and the s import-
ant step in the rehabilitation program of the USSR railroad transportation
ant
N. Lornagin, chief Main Administration for Electrification and Power Industry stated
that the rate of electrification on the rail transport is higher in the USSR than
in any other country (8) But, he added, it is not high enough for the USSR. In
195+ the initiation of operations on the newly electrified sections was not com-
plied with the plans (9). Lomagin urged to step up the rate of electrification
work and to reduce the cost (10).
Two years later, in 1956, L. M. Kaganovich in his speech at the XX-th Congress of
the Communist Party declared that Khrushchev has quite justly criticised the rail-
roaders and their administrators for laming in the work on the electrification of
railroads and the introduction of the new technique (11). He said that it was
quite evident that simultaneously with the switching to the new type of traction,
the newest technique in all branches of the railroad transport should be introduced.
otherwise, the electrification can not be fully effective (12).
SimilsrVadrission was made by B. P. Beshchev, Minister of Transport, who stated
in his speech delivered on 21+ February 1956 before the XX-th Congress of the
Communist Party that in his report of the Central Committee Kbrushchev indicated
that rail transport is not up-to-date in its technical equipment, operates on in-
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REPORT NO.
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PAGE 13 OF 163 PAGES
efficient traction, i.e. steam traction, and duely criticized ub,ose in charge of
the Ministry of Transport for conservatism in matters of technical re-equipment of
transport (13). In spite of the importance and necessity of the electrification of
railroads, those, who were in charge of railroad transport, not only failed to
struggle for the introduction of electric traction, but did not fully use appro-
priations set aside for this purpose (1i+). Out of this criticism the Ministry of
Transport must draw its own conclusions and concentrate its attention on the prob-
lems of technical re-equipment of railroad transport and, above all, on the wide
introduction of electric and diesel locomotives (15).
R. P. ueshchev said that the tremendous task of rail electrification will dominate
the whole practical effort of the Ministry of Transportation, transport specialists,
engineers, technicians and afl railroad workers. In connection with this there is
a difficult task of educating and re-educating new technical personnel (16).
In connection with the educational and training program, three-month courses for
the study of diesel and electric locomotives were organized at the Moskva Institute
of Railroad Engineering. Lang-time specialists in transportation were sent from
all parts of the country for this training. However, the entire organization of
the courses was faulty and inadequate. Neither the program nor any adequate system
in lecturing was established, and moreover some of the given information was false;
for example on the construction and the operation of locomotive joints and spare
parts (17). Furthermore, the Institute was not capable of providing a lecturer
for the repair of electric locomotives, in spite of the fact that its department
for the electrification of railroads existed for many years. In general the
lecturers on the staff of the Institute were not qualified for teaching. (18).
In connection with the studies on electric and diesel traction, I. Ivanov,
Director of the All-Union Scientific-Research Institute of Rail Transport declared
that attention and consideration should be given to the latest technical achieve-
ments and developments in foreign countries (19). It is of interest to stress
(mentioned in this study on several occasions) that the Soviet administrators and
leaders in the technical sciences more and more draw attention to the technical
progress in foreign countries and even make tentative comparisons.
Some of the leading Soviet specialists still seem to prefer to maintain steam
traction on railroads (20). Complaints were made that the Institute of the
Complex Transport Problems, headed by hachaturov, the well known specialist in
transportation, gave little attention to the problems of developing progressive
types of traction in transportation, i.e. electric and diesel (21). The Main
Administration of Locomotive Service was accused of being superficial in its at-
titude toward the development of new technique in rail transportation (22).
The administrators of the Main Administration of the Electrification and Electric
Power Industry, and the Main Administration of the Capital Construction (of the
Ministry of Transport) were accused of being tolerant toward the systematic
failures of the construction organizations under the Ministry of Transport Con-
struction in carrying out plans (23). Gotsiridze, deputy Minister of the Trans-
port Construction was blamed for neglect to boost the rate of electrification work
(2~). It was reported that the Ministry of Transport Construction delayed the
reconstruction of shops in the enginehouses where electric and diesel locomotives
were already in operation (25).
Garnyk, Deputy Minister of Transport was blamed for giving preference to steam
traction. The Krasnoyarsk system was given as a vivid example: the expenditure
of 160,000,000 rubles was involved in the project of the development of steam
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PAGES
locomotive facilities at Mariinsk, Chernorechenskaya, Krasnoyarsk, Klyukevennaya
and Tayshet stations. However, the existing facilities were quite adequate to
serve until the line would be changed over to electric traction (26).
When the Ministry of Transport Construction took over the responsibility o rail
electrification from the Ministry of Transport the expectation was that the tempo
of work will be stepped up. But, on the contrary, the fulfillment of the 1956
January quota was worse than during the same period in 1955 (27)? The Ministry
of Electric Power Station Construction delayed the construction of electric power
lines.
Because of the lack in electric power 250 km of rail lines (completely ready for
the change over to electric traction) continued to operate on steam traction (28).
The Ministry of Electric Power Station Construction was urged to step up the con-
struction of high-voltage electric power transmission lines* (29).
As reported in Gudok in March 1956, a new position, that of Deputy Minister for
New Technique was created (30). Robei' was appointed for the newly established
job, the main task of which was to supervise the development in science and new
technique in rail transportation. It was expected that since priority will be
given to the problems of electrification, improvement was expected to follow
shortly but such was not the case. (31).
An article in Gudok of 1 March 1956, expressed concern over the possibility of
successfully carrying out the electrification work under existing conditions. For
example: the Main Administration of Electrification and Electric Power Service
faces many difficult problems in connection with the use of alternate current of
industrial frequency, development of the newest systems in remote control of trac-
tion substations, and so on. This problem of how the technical department could
handle the magnitude of work, was raised as there were only two engineers on the
staff to work on the development of electric traction (32).
During March 1956, it was admitted in Gudok that the basic inefficiencies in the
electrification of the USSR rail transport consisted in the lack of proper organ-
izational system. The existing organizational structure was acknowledged to be
inadequate to carry out the ambitious and wide scale program of rail electrifica-
tion. It was suggested that steps he taken for the creation of a new and strong
organization which would be entrusted with the task of rail electrification (33)?
The Decree of the Courncil of Ministers (29 April 1956) emphasized the fact that
rail electrification is the most vital and significant task of the Ministry of
Transport Construction and all subordinated organizations (3). As a result of
the Decree, the Minister of Transport (Beshchev) and the Minister of Transport
Construction (Kozhevnikov) issued a joint order to accelerate the rate of rail
electrification (35).
Still, in spite of the decree and the order the tempo of electrification work (as
reported in June 1956) was not stepped up. (36).
* The Sixth Five Year Plan slated the construction of 6,500 km of high-voltage
.electric transmission lines for the rail transport. (Pail Transport, No. 7,
1956, p? 22).
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In August 1956, Yu. Polyakov, engineer and chief inspector of the Ministry of State
Control accused the ministries of Transport and Transport Construction in lack of
cooperation and in applying primitive methods in work. He stated that instead of
organizing specialized. industrial bases and promdtio.i of automation in all con-
struction-assembly work in electrification both Ministries distributed assignments
to various organizations and enterprises giving full authority to solve problems
in any desired way. Thus, assignments for the construction of the contact network
and other objects were given to many organizations (37). Most of them did not give
priority to electrification projects. Furthermore, they had specialization in sornf
other production field. For example, some plants which were assigned to manufacture
reinforced concrete supports for electrified lines were actually engaged 2%3 of
their time in other kinds of production (38).
In connection with the production of reinforced concrete supports, Tishchenko,
chief of the Main Administration of Electrification (of the Ministry of Transport),
expressed his doubt as to the expediency of this type of supports. Tishchenko
pointed out that during his trip abroad he learned that in France, for example,
steel towers have replaced entirely the reinforced concrete ones. The latter were
found obsolete and unfit due to the cracks which appear with time (39).
The other reason for the slow rate of rail electrification is the fact that many
processes are still carried out manually, like unloading sand, gravel and other
construction material; mechanization is used only in 15 per cent of the total
volume of work (40). Even the supply of labor and machinery to the construction
sites of the electrification projects is considerably poorer than in other similar
projects (l+1). Such .an efficient and successful trust as "Mosdonbasstransstroy"
secures labor force for electrifition work only 10 - 30 per cent of the plan (11.2).
As late as September 1956; a complaint was made that the Ministry of Transport
Construction had not accelerated the rate of electrification work, but to the con-
trary, had slowed it down, as compared to the past. The same reasons were mentioned
again, i.e. inadequate organization of construction work, primitive and out-dated
methods, lack of mechanization. For example; up to the present time ditches for
the foundation of contact network supports are excavated manually (4.3).
The Main Administration of Electrification and Electric Power Industry was blamed
for lagging in rail electrification in September 1956 (14-14. ). The subject of utili-
zation of atomic energy in transportation is touched upon by I. I. Golovanov, in
his book on electric traction and its effectiveness (45). He speaks about the
first atomic power plant (5,000 kilowatt capacity), which is already in its second
year of operation (11.6). Another source admits that development of atomic power
plants during the Sixth-Five Year Plan period will be on an experimental basis (1+7).
It is planned nevertheless, to work on the development of atomic-powered applica-
tion in the transportatLon field (14.8).
B. Length of Electrified Rail Lines in the USSR.
Prior to the Revolution there were no electric railroads in the USSR (14.9). In 1920,
on the initiative of Lenin the Q4(State Commission for the Electrification
of Russia) (50) planned for 10 years (51) set the goal to electrify 3,4J kiEo-
meters of rail lines (52). In compliance with the State plan for e ectrification
the first official listing of lines tbcbe electrified was establishe 1926; according
to the listing during 1925 - 1930 period the total length of lines to be electrified
was 372 kilometers (;3).
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PAG ES
Actual electrification of rail lines was begun only in 1926 when the Baku - Sabunchi
suburban line was put in operation (54). There were 20.5 kilometers of electrified
rail lines in 1926 (55). By the end of 1930 the goal set by "GOELRO" to electrify
3,700 km was completed only 2.5 per cent (56).
As stated in the "The USSR in Figures" published by the Central Administration of
Economic and Social Statistics of the State Planning Commission of the USSR, 1935,
the operating length of electrified railways in January 1930 was 18 kilometers, in
1931 - 55 km and in 1932 - 64 km (57). The last figure (6)4. km) does not correspond
with the figure given in 1934 for the Second Five-Year Plan, which stated there
were 50 km of electrified lines in 1932 (58). According to Obraztsov's 1948 book,
by the end of the First Five-Year Plan period (1932) the length of electrified lines
comprised 153 kilometers (59).
A statement in the Electrification of Railway Transport, 1932, revealed that the
June plenum of the TsK VKP (b) decided to electrify during 1932 - 1933 a total of
3,690 km of rail lines, including 3,215 km for freight traffic and 475 km for dens-
est passenger traffic (60). On the basis of volume of electrification work assigned
for 1932, as stated in another issue of "Electrification of Railway Transport'1, it
was planned to put in operation :.1,161 km of freight carrying electrified lines and
217 km of suburban lines during 1932 - 1933 (61)?
Obviously the pans were not fulfilled because, as reported in the "Plan for 1935",
there were 350 km of electrified lines in 1933 (62). As stated in the Great Soviet
Encyclopedia the entire Second Lve-Year Plan (1933 - 1937) envisaged the electrifi-
cation of 18,000 - 20;000 km of rail lines, which would include the Siberian Trunk
line connecting the Kuzbass with Donbass, with exits to the central industrial dis-
tricts (63); the following objectives for electrification were set by the plan:
268 12 of suburban lines of the Moskva Rail Junction,
99 km of suburban lines of the Leningrad Junction,
104 km of rail lines of Mineral 'nyye Vody and Borzhomi branch lines,
423 kin of Donbass - Krivoy-Rog lines for shipments of coal and ore
(64); the lines of the Urals - Kuznetsk basin for shipment of
coal and ore including:
360 km of lines of the Urals rail network and
162 km of lines of the Kuzbass network;
261 km of Transcaucasus systems for petroleum shipment;
164 km of Moskva - Donbass trunk line via Yelets for coal
shipment (65).
According to the Great Soviet Encyclopedia (1933 edition), the Second Five-Year Plan
set the goal of 1,794 ki of electrified lines for the beginning of 1934 and elec-
trification of additional 1,424 kin during that year (66), It was estimated that by
the end of 1934 the total length of electrified rail lines in the USSR (including
the suburban rail lines already in operation) would be 3,273 kilometers (67). This
planned figure differs slightly from the figure given in the "Electrification of
Railway Transportwhich stated that the total length of rail lines planned to be
electrified by the end of 1934 was to be 3,700 kin, of which 433 km was set aside
for suburban traffic and 3,288 km for trunk rail lines (68).
Both figures appear to be inconsistent with the actual length of electrified lines
as given in two Soviet official sources. According to the "Plan for 1935" the
length of electrified rail lines put in regular operation in 1934 was only 379 inn
(69). About 200 more kilometers were being made ready for operation in the begin
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PAGE 17 OF 163 PAGES
ping of 1935 (70). In 1935 a sum of 56,000,000 rubles was appropriated for the
, lines (7) ?nd the length of electrified rail lines
ciectifi of the rail ~ I.~./ and the --v
t.ation ~T
was set at 1,083 km (72). A total of 705 km were to be electrified in 1935 of
which 215 km were prepared for electrification already in 1934 (73).
Soviet sources supply contradictory figures on the length of electrified rail lines
in 1935. Gumilevskiy, in his 1946 book stated that 1,027 km were electrified by
1935 (74)? In his 1950 book he gives a total length of electrified lines in 1935
as 1,207 km (75). The 1935 book "The USSR in Figures" revealed that the operating
length of electrified railways on January 1, 1935, was 379 km (76). If 705 ra
added (figure given for kilametrage of electrified lines which were to be put in
operation in 1935, according to the 1935 Plan) the total would comprise 1,084 km.
This figure is very close to the data in the 1936 Plan, which stated that the
length of electrified rail lines in 1935 was 1,077 km, while the 1935 Plan gave
the planned total as 1,083 kilometers (77)?
In 1936 there were 907 km of electrified lines according to the 1936 Soviet
+? ,-t the goal of total electrified lines as
8 The 1936 1an s
Sta ii sti cal book I g ) . p
e
1,619 for that year (79). This figure does not correspond with the totals for 1936
and 1935.
According to calculations in "The Electrification of Railway Transport" the per-
centage of electrified lines was to be 210 of the total rail network by 1937 (80)?
An official Soviet source announcing the results of the Second Five-Year Plan
stated that on January 1, 1938, there were 1,041 km of electrified lines in
permanent operation (81), of which total 979 kilometers ?sere placed in permanent
operation during the Second Five-Year Plan period (8`,.
T. S. 1Ghachaturov, in his 1939 book stated that by the end of the enon noted Five Year
Plan period there were 1,600 km of electrified lines (83). Another Soviet
writer on transportation, Obraztsov, stated in his 1948 book that during that
period (Second Five-Year Plan) 1,496 km were electrified and that the total length
of electrified lines was 1,68 krn (84).
The Third Five-Year Plan (1938 - 1942) called for the electrification of 1,840 km
of rail lines, mainly mountainous regions and areas with dense freight traffic, or
suburban junctions (85). The plan included the electrification of Belorec enskaya
Tuapse, Samtredia - Batumi, Sarntredia - Poti, Nlzhnedneprovsk Pya or ,
Apatity - Murmansk, second line of Kandalaksha - Murmansk and Perm' - Chumsovskaya
(86)
railroads stated that at that time
hi 1939 book onSS
U V. N. Obraztsov, in s
R
(evidently in 1939) the USSR had 1,116 miles of electrified railways, of which 198
miles were suburban lines and the remainder trunk lines (87)?
In 1940 the length of electrified lines almost doubled as compared with 1935, when
1,000 km were changed over to electric traction, as stated in The Railway Trans-
port" (88). The railroad newspaper Gudok of 20 April 1955, stated that by 1940
there were 1,887 kilometers of electrified lines (89). This figure is very close
to that given by Naporko in his 1945 book. He stated that there were 1,870 km of
electrified rail lines in 1940 (90).
An official Soviet 1956 source, the Statistical Collection of the Central Statist -
cal Adininistration, gave the total length of electrX-lines in 190 as 900 at (91).
This figure was confirmed by Golovanov and Obraztsov. The former gave in his 1956
book the total in 1941 as 1,865 km (92), the latter aS 1,887 km (93)?
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163
PAGES
Other Soviet sources gave slightly higher, probably just round-up, figure. Thus,
V. E. Rosenfel'd, in his book on electrification of Soviet railroads, stated that
before World War II the total length of electrified lines comprises 2,000 (914.).
This was confirmed by Gorinov and Obraztsov. The latter stated that during the
1928 - 1941 period almost 2,000 km of rails were electrified (95).
During World War II some electrification work was continued, but was concentrated
mainly on the introduction of the motor-car traction in suburban traffic (96).
During the 1941 - 1915 period more than 400 km of rail lines were electrified
mainly in the Urals, near Moskva and Kuybyshev (97).
The Fourth Five-Year Plan (1946 - 1950) slated the electrification of 5,325 &n of
rail lines (98). As stated by B. I. Levin, noted Soviet writer on transportation
problems, the length of electrified lines was supposed to increase 3.6 times over
1945 and comprise 7,363 kin (99) ? The percentage of electrified section to
total railroad network was to increase from 1.8 per cent (in 191+5) to 6 per cent
by 1950 (100).
The volume of operational performance (freight and passenger traffic) on electrified
lines was to increase by the end of the period 5.7 times compared with 1945,
freight shipments 8.9 times, and was to reach 76,300,000,000 ton kilometer5 by y 1950.
The electrification of suburban sections of the main centers of the country was to
increase the percentage of electric traction in passenger traffic. It was planned
that electric train units had to carry 30 per cent of the total suburban passenger
traffic by 1950 (101). By the end of the period, the operational volume of elec-
trified roads of the USSR was to reach and exceed the 1945 level of electrified
lines in the United States, Italy, France, Sweden and Switzerland (102).
As stated by Obraztsov, Soviet railroads were to take first place in the world in
the length of electrified lines by the end of the Fourth Five-Year Plan period
(103). The following objectives were set forth for electrification daring that
period: 2,350 km Novokuznetsk - Omsk - Chelyabinsk - Dema line; 740 1n Chelyabinsk -
Sverdlovsk - Gorob1agodatskaya - Kizel line with a branch line to Bogoslovsk and
Perm'; 1,018 km Karaganda - Akunolinsk = Kartaly line; 590 km Kirovabad - Tbilisi - I
Sukhumi line with branching off to Batumi; 167 km Kandalaksha - Loukhl line which
was to be the continuation of the already electrified main trunk line from Murmansk
to Kandalaksha (104) .
According to the newspaper "Bakinskiy Rabochiy", 251 km of main lines and 61 in of
suburban lines were eleetti fled in 1948 (105), and by January 191+9 about 200 kcn o
rails were almost ready to be switched to electric traction (106).
As stated in the statistical collection published by the Central Statistical Ad-
ministration of the Council of Ministers of the USSR, the length of electrified
lines comprised 3,0000 kilometers in 1950; as compared with 116,900 kilometers of
the operational length of all rail lines (107). Naporko, in his 1954 book men-
tioned. that during the Fourth Five-Year Plan period a number of lines were elec-
trifled including the lines in the Urals, Transcaucasus, Krivoy Rog basin, also
the suburban sections of the Moskva, Leningrad, Riga, Baku and Tallin rail junctions
108) .
The Fifth Five-Year Plan (1951 - 1955) slated the electrification of longer sections
(1p9). It was estimated that during that period four times as many lines were to
be electrified than during the Fourth Five-Year Plan period (110) ; the lines were
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IR.- 1338 - 57
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163 PAGES
located in the Urals, Siberia, the Caucasus and large junctions such as Moskva,
Leningrad, Kiyev and Riga (111). As stated in Gudok, 1 March 1956, 3,900 kilo-
meters of trackage were to be electrified during the Fifth Five-Year Plan (112).
L. M. Kaganovich, First Deputy Chairman of the Council of Ministers of the USSR
stated in his 195)+ speech that during the 1951 - 1953 period, only 18 percent of
electrified lines projected by the Fifth Five-Year Plan were put in operation (113).
As reported in "Pravda Vostoka", 10 July 195, a total of 9,000 kilometers of elec-
trified lines (in one-track calculation) were put in operation by that period (11A).
On the other hand the statistical collection published by the Central Statistical
Administration of the Council of Ministers of the USSR gave the figure of x+,900 Iu
as the total figure of lines electrified by 19514. (115),
By the beginning of 1955 the entire length of electrified rail lines increased more
than 2.5-fold as compared with the pre-war level. (116).
The 1955 plan for the electrification of railroads was 70 per cent over the 195;
plan (1L.7). As stated by S. Bagayev, Deputy Minister of Railways, the 1955 rail
electrification plan was completed only 62 per cent (118). However, I. Ivanov,
Director of the All-Union Scientific-Research Institute of the Railroad Transport,
declared that in 1955 the length of electrified lines had grown 37 per cent over
1953 (119)
In 1955 the total operational length of electrified lines was 5,00 in according
to the 1956 book "The National Economy of the USSR" (120).
B. Beshchev declared that the Fifth Five-Year Plan for the electrification of rail-
roads was not fully achieved (121). In fact the official announcement on the Fifth
Five-Year Plan fulfillment revealed that the electrification plan was met by only
58 per cent (122). In his report to the XX Congress of the Party N.S. Khrtshchev
stated that "the leading railroaders have not given their best efforts to fulfill
the electrification plan, and moreover, have not fully used the appropriations as-
signed for that purpose" (123). As reported in Gudok, 1 March 1956, the electrifi-
cation work was carried out according to the annual plans. Annual targets were
lowered and in sum comprised only 82 per cent of the original plan for the entire
period (121i.)- The Fifth Rive-Year Plan slated the electrification of 3,900 km of
lines, although the total of the annual plans was only 3,185 km (125), Even the
lower annual quotas were not met (126).
In sum during the Fifth Five-Year period 2,300 km of lines were electrified, as
stated in Pravda, 25 February 1956, announcing the results of the plan fulfillment
(127) and in "Railway Transport", No. 7, 1956. However, a figure of 2,267 kilo-
meters of electrified lines was given in Gudok, 7 March 1956 (128) and "Railway
Transport", No. 3, 1956, p. 5. At present (1956) the total length of electrified
lines, calculated according to the length of the contact network, comprises more
than 11,000 km as stated by Golo'vanov (129).
During the Sixth Five-Year Plan period (1956 - 1960) 8,.100 km of electrified lines
are to be put in operation (130), or 3.6 times as much as in the Fifth Five-Year
Plan period (131), Upon completion of the plan the total length of electrified
lines is to be 13,00 km in 1960, or three times as much as in the USA and equal
to the total length of electrified lines in Italy, France, England and Holland (132).
The pJ.an envisages the electrification of long distance routes, such as Moskva -
Kuybyshev ?- Chelyabinsk - Omsk - Novosibirsk - Irkutsk and later all the way to
Vladivostok ( 133); Moskva - Kharkov - Donbass; Inskaya - Promyshlennaya - Belovo;
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OF 163 PAGES
Yasinovataya - Pyatikhatki; Belorechenskaya - Sochi - Sukhumi (134). In addition
to the above mentioned routes, it is piauiied to convert to electric traction the
suburban lines of the largest cities - Leningrad, Khax'kov, Kiyev, Stalingrad and
Baku (135). The transition from steam to electric traction is to take place pri-
marily on the most important lines in the Urals and Siberia, the gateways from the
Urals to the Volga region, the central and eastern areas, and on the lines linking
the central regions with the Donbass, the Caucasus and Central Asia, and within
the Donbass itself (136).
N. S. Khrushchev, in his report to the Central Committee of the Communist Party,
stressed the significance of electrification in the development of the national
economy. Accordingly, the Central Committee of the Party drafted The General Plan
of Electrification" for the next 15 years. The plan envisages the electrification
of 40,000 km of rail lines (1,37). Thus, during the next fifteen years the volume
of electrified lines is to be equal to the total length of all electrified lines in
the world. The realization of this gigantic plan will be allegedly aided by initia-
tion of operations of the largest hydroelectric power plants on the Volga, Angaxa
and Yenisey rivers, the construction of new powerful thermal electric power stations,
development of atomic energy and creation of a unified electric power system (13$).
In the years following the Sixth Five-Year Plan the change over to electric traction
will take place on trunk lines connecting Moskva with Leningrad, creation of the
shortest electrified route from Moskva 1o Sverdlovsk via Kazan', of the second
electrified main line connecting the central parts of the country with the Urals
via sections from Zheleznodorozhnaya - Fryazevo - Perm' - Sverdlovsk, Vspol'ye-
Danilov - Vologda, Vologda - Konosha - Kotlas - Vorkuta and a number of others (139)
By 1970 the length of electrified rail lines is to amount to 30 per cent of the
operational length of the entire rail network; the share of operations performed
by electric traction is to exceed 50% of the total freight traffic of the country.
Electrification of rail lines is to be on a scale unknown in world practice (11+0).
Electrified lines are illustrated on Figs.: 1, 2, 3, 4, 5?
Just how much of this ambitious plan can be fulfilled may be judged by results ac-
complished in 1956 S. I. Bagayev, deputy Minister of Transport stated that up
until then (April 1956) the rate of electrification was too slow and that only 500
to 600 km of lines were being electrified annually. In order to complete success-
fully the General Plan for Electrification, the rate of electrification must be
greatly speeded up. The latter fact will involve many changes in the organizational
structure (141),
The fact is that the 1956 plan for electrification stipulated only one tenth of
work of the entire volume provided by the Sixth Five-Year Plan. The largest volume
of work was slated for the last years of the period (142). The 1956 plan exceeded
the 1955 plan only by 65 kilometers (143)*. In sum only 85o kilometers of rails
were to be electrified in 1956, while during the remaining years of the period an
average of 1,500 - 2,000 km annually (144).
As reported in Gudok, 1 March 1956, the 1956 electrification plan included
stretches that had been practically finished, amounting to more than 200 km. Thus,
although the total work set for 1956 - 1960 was increased, the amount planned for
1956 was considerably less than in 1955 (145). Moreover, the 1957 plan was not
likely to be carried out because the appropriations for that year would be 250
million rubles short (i$6) .
*contrary to this "The Railway Transportastated that the volume of electrified
lines to be put in operation in 1956 was almost 2-fold over 1955 plan. (p; The Rail-
_ Trans rt No. 4 1 5b p. 7
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REPORT NO.
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PAG ES
As to the progress of electrification 1956, the following was reported: In
January 1956 the assignment was fulfilled on a much smafer scale than in the same
month of 1955 (1k7)? In fact in January 1956 only 3.2% of the annual plan was
completed (1li.8) .
,in spite of the joint order (the order was issued on the basis of the decision of
the Council of Ministers of 9 April, 1956, stressing the significance of rail elec-
trification, as stated in Gudok, 23 June 56, p. 3) issued by Beshchev, Minister
of Transport, andKozhevnikov, Minister of Transport Construction, to boost the
tempo of electrification work, the plan for switching rail lines to electric trac-
tion was threatened by failures By 1 June, 1956 the annual plan for electrifica-
tion was completed only 18.6 per cent (1#9).
In August 1956 it was reported that the Ministry of Transport Construction completed
the annual 1956
l
f
p
an
or. rail electrification only 36 ped cent (150). By
1 August 1956, 189 kilometers of electrified line had been opened for operation
(151)?
Results of the past 8 months showed that the 1956 annual electrification program
was behind schedule and that only 40% of the program was completed (152).
The reasons for this lag are poor organization of construction work, insufficient
mechanization of labor processes, and haphazard work practices. For example, of
15,000 reinforced concrete bases which were to be laid for the catene.ry network,
fewer than 3,000 were completed (153). The work of electrification is performed
by local construction organizations which work intensively only near the comple-
tion date of the task and then slow down again (151i-)s
In 19%, as in 1955, many electrified sections could not be opened because of the
delayed construction of electric power lines. The Economic Planning Administration
of the Ministry of Railways does not supply adequate plans for supplementary work
on electrified lines which delayed their usage. Such is the case of the Kurgan -
Makushino, Kinel' - Syzran', and other lines where the roadbeds, tracks, etc., must
be strengthened and station yards developed. Construction of future electrified
lines is even more behind schedule. Only 5 percent of the necessary material and
equipment has been allotted for the Serpukhov - Tula - Skuratovo section. At this
rate it will not be opened until 1957 (155).
However, as stated in Gudok, 16 January 1957, about 1,000 km of rail lines were
electrified in 1956 (156).
According to M. G. Pervukhin, First Deputy Chairman of the Council of Ministers
?f the USSR, and Chai ran o? the State Economic Committee, the appropriations
allotted for rail electrification will double and 1,258 in of electrified lines
will be put in operation in 1957 (157)? In 1957 the primary task will be to elec-
ti'!r lines connecting Siberia with the Urals, the Urals with Central areas, and
also a number of suburban lanes near Moskva, Leningrad and Khar'kov (158. He
also stated that the ration of electric and diesel traction in the total rail
traffic will increase to 22% in 1957, as compared to 17% in 1956. It is expected
that the development of diesel and electric traction will save about 5,000,000
tons of coal in 1957 (159).
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CHAPTER II
PAGE 22 OF 263 PAGES
ELECTRIFICATION OF RAIL LINES NEAR MOSKVA
. General Information on the Development of Electrification
of }oskva nail Junction.
B. Northe rn System Lines :
1=
Electrification of Moskva - N4yti shchi - Aleksandrov line :
a.
b .
Operations on Moskva - Aleksandrov line;
Operations of Moskva III Electric Locomotive
Enginehouse;
2.
Electrification of Moskva - Iksha - Ihnitrov line.
C. Gor'kiy System Lines.
D. l&skva - Ryazan` System Line.
E. Moskva - Kursk - Donbass System Lines:
1. Electrification of Moskva Serpukhov - Skuratovo route;
operatIon of P~rerva Electric Locomotive Enginehouse;
2. Electrification of Moskva - Kashira - Ozhere1'ye route;
3?
Electrification of Ozherel'ye - Pavelets line:
a, 'tie of single-phase alternate current of industrial
frequency;
b. Electrification work and operations on Ozherel'ye
Pavelets line.
F. Wskva - Kiyev System Line.
G. Kalinin System Lines :
1. Electrification of Moskva - Smolensk route;
2. Electrification of W skva - Rzhev route.
H. October System Line.
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PAGE 23 OF 163 PAGES
General hformet on on the Development of Electrification of Moskva
Iail Junction.
Moskva is the largest transportation junction of the USSR (1). Eleven railroad
lines converge upon the city; ten of which enter the city directly while the
eleventh (Belt system) connects in a center all other lines within the city
limits (2). The importance of rail electrification of the Moskva rail junction has been stressed
repeatedly. Thus, Yu. G. Saushkin, in his 1953 book on Moskva discusses again
the significance of the electrification of transportation system for the capi-
tal (3).
The problem of electrification of the Moskva rail junction was first brought up
by the USSR government in 1921. The planning was started the same year, but
actual electrification work began in 1925 on the rail section of the Northern sys-
te u (4) . That section extending from Moskva to ?vytishchi (17.7 km) was put in
operation in 1929 as the first electrified section. Double-track traffic was
used there until 1933: In 1933 the third track was electrified and opened for
,
traffic (5).1
The 12 km, iv1tishchi - Pushkino and 16.5 km, Mytishchi - Shehelkovo sections were
electrified and put in operation in 1930. These were the very first trunk-line
sections serviced by the electric motor-car traction (6 .), . Early results of
operation clearly proved the advantages of electric traction over steam. Thus,
the number of pairs of trains increased 170 per cent and speed - 50 per cent (7).
The electrification of lines near Moskva was initiated as follows: the line in
direction of Gor'kiy was electrified in 1933, the line in Kazan' direction in
1935 (8).
There was a plan to increase electrified lines of the suburban I+bskva junction
to 268 kilometers by the end of 1934 (9). However, by 1936 the actual total
length of electrified rail lines near Moskva comprised only 182 kilometers, served
by 258 cars acct mnodating 38,700 persons (10) .
The electrification of the Kursk direction line was initiated in 1939; the so-
called "Kurskiy diameter," the section between Setun` and Kurskiy station in
i+bskva, was electrified in 1944 (ii).
In 1945 the Kalinin line was electrified to Nakhabino station and in 1917 the
Moskva - Donbass line up to Rastorguyevo station (12). In 1917 the Moskva junc-
tion electrified lines co?prised 394 km. 59 km of which were built during the
World War II (13).
In order to provide better passenger service at the Moskva junction, the post-
War, Fourth Five=Year Plan envisaged the change-over to electric traction of 300
kilometers of rail lines, which included sections: to Kry_ukovo on October sys-
tem, to Aprelevka on the Moskva-Kiyev system, to Novo-Iyerusalimskaya on the
Kalinin system and to Domodedovo on the Moskva-Donbass system (11). According
These ten lines are: October, 2 separate lines of the Northern, Gor'kiy,
W skva-Ryazan', 2 lines of Moskva-Kursk-Donbass, Noskva-Kiyev, and 2 lines
of Kalinin systems.
*w Fig. 7 illustrates railroad lines of the Noskva area.
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AFOIN-IA1
AIR INTELLIGENCE INFORMATION REPORT
FROM (Agency)
CLASSIFICATION)
REPORT NO.
IR - 1338 - 57
PAGE
24
OF 163 PAGES
to the plan the electrified sections of the bskva junction were to secure the
opeiavIon o 900 pair o electric i-alns daily, as compared to 430 pairs in 1911.6,
and about 2,000,000 passengers transported daily (15 ) . It was also planned to
organize a "Belt system" (kol'tsevoye dvizheniye) of electric train traffic as
follows : Moskva Kurskaya (station ) - Fryazevo - Noginsk - Monino - Mytishchi -
Moskva Yaroslavskaya (station). The plans called for electrification of the
Moskva-Belt system in its entire length (16). V. N. Obraztsov, Academician and
well known specialist and writer on USSR transport problems made the following
suggestions in Chapter 6 of his "Selected Works" in the article entitled "The
Moskva Junction Problems and Methods of their Solution": in order to improve rail
operations it would be expedient to unify eU freight stations of the Moskva junc-
tion under one administration and simultaneously to electrify all traffic,
mechanize all yard facilities, unify operations of the neighboring stations and
accordingly distribute the performance (17).
During the 1945 - 1950 period, as reported in "Vechernyaya Moskva," 230 km of
Moskva suburban lines have been electrified. Four Moskva terminals were linked
by an electric rail line: Moskva-Kurskiy, Moskva-Savelovskiy (at Moskva
Butyrskaya station), Moskva-Rizhskiy (at Moskva Rzhevskaya station) and Moskva-
Belorusskiy (at Moskva Smolenskaya station) (18).
According to Saushkin the entire "Belt" system was electrified by 1952 (19).
Large scale work on the electrification of the Moskva suburban rail lines developed
in 1952 - 1953 according to plans provided by the Fifth Five-Year Plan. Suburban
electric trains startEd operating from Moskva to Serpukhov in 1953. It was ex-
pected that electrification would reach Kashira the same year. Thus, Moskva
would be connected by electric rail with two large Oka river areas located at dis-
tance of about 100 kilometers (20).
Between 1951 and 1953 a total of some 130 kilometers of rail lines near Moskva
were electrified (21) . According to Saushkin most rail lines leading from
Moskva were electrified by 1953 (22). This was confirmed by the Great Soviet
Encyclopedia, which stated that by 1953 almost all suburban traffic was serviced
by electric traction (23).
The majority of these lines comprised suburban sections of the junction, but some
stretched out beyond the suburban limits, for example, the section from Moskva
to Aleksandrov on the Northern system and from Moskva to Serpukhov on the Ioskva -
Kursk - Donbass system (24).
Rail lines at greater distances from the city are and will be electrified depend-
ing on their economical significance, i.e., the lines which carry coal, ore and
other important freight to the city will have priority (25).
According to Saushkin, electrification of the Moskva long-distance rail lines
should be promoted with the supply of electric power from the Kuybyshev Hydro-
electric Power Plant and later from Stalingrad (26).
M. A. Chernyshev in his 1954 book stated that long-distance approach lines to
Moskva were then being electrified (27). A M skva newspaper stated that freight
* See map in Fig. 67.
** A map of the Moskva suburban rail lines electrified a,s of 197, 1952 and 1953
is shown in Fig.: 6, 7.
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REPORT NO.
PS_1338-57
PAGE
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OF ]3 PAGES
transportation in the Moskva junction was being electrified along with passenger
service including Pbskva - Serpukhov line and the 3-rd track to Valuyki on the
Moskva - Kursk - Donbass system (28). The electrified sections of the Moskva
junction expanded from year to year and hundreds of kilometers of contact wires
stretched in all directions. In 1954 electric trains ran from Moskva to Zagorsk
(Northern systen;), Kr mkovo (October system), Zvenigorod (Kalinin system),
Aprelevka (Moskva - Kiyev system), Domodedovo (Moskva-Kursk-Donbass ), Serpukhov
(Moskva - Kursk - Donbass) and Rarnenskoye (Moskva-Ryazan' system) (29):
By the beginning of 1956 the Moskva rail junction (with exits) had more than
700 of electrified rail lines (30), and separate electrified rail section of
the Moskva junction handled daily 220,000 to 350,000 passengers. When steam trac-
tion was used on these sections they handled daily only 20,000 - to 1+0,000 passen-
gers (31).
In the course of the Sixth Five-Year Plan, about 1,000 kilometers of the Moskva
rail center will be electrified (32). The following rail lines are being elec-
trified: Moskva-Ryazan', Zheleznodorozhnaya - Fryazevo - Noginsk, Klan - Kalinin,
and Aleksandrov - Vspol'ye. These lines, about 500 kilometers in length, will
be opened for use in 1957 and 1958 (33). The builders' present task is to install
80 kilometers of catenary net and four traction substations in 1956 (31~.).
In connection with further electrification of the city's rail lines it was said
that, the :'General Plan of Rail Electrification" and the Sixth Five-Year Plan
envisage the change-over to electric traction of the entire route from Moskva to
Irkutsk and later to Vladivostok (35). The Sixth Five-Year Plan stipulated the
electrification of the following lines adjoining the Moskva rail junction: from
Serpukhov - to Skuratovo, from Lyubertsy to Kurovskaya, from Golitsino to
Mozhaysk, from Aprelevka to Maloyaroslavets, from Novoiyerusalimskaya to
Volokolamsk (36).
It was planned to complete during the next few years the electrification of :oskva
rail lines beyond the small Moskva-Belt system, and on some routes - beyond the
large rail belt. The Moskva rail junction will be electrified in all directions
in a radius of 50 - 100 km and more ( 37 ) . In the years following the Sixth Five -
Year Plan period the trunk line connecting Moskva with Leningrad will be elec-
trified, as well as the shortest electrified route from Moskva to Sverdlovsk via
Kazan' (38).
There are plans to electrify the Moskva - Yerevan line via large rail junctions
and stations: Ryazhsk, Michurinsk, Voronezh, Liski, Millerovo, Bataysk,
Tikhoretskaya, Armavir, Tuapse, Adler, and Sukhuiri . This lane will be connected
with the already electrified line from Sukhumi to Tbilisi and Akstafa and extended
to Yerevan (39).
In view of the fact that various systems make-up the Moskva rail junction, the
progress of electrification and other available information was presented in this
study in separate chapters, each dealing with a rail system of the Moskva junction.
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B. Northern System Lines:
REPORT NO.
IR ..1338 - 57
PAGE 26 OF 163 PAGES
1. Electrification of Nbskva - M.ytishehi - Aleksandrov line;
a. Operations on Moskva - Aleksandrov line;
b. Operations of Moskva III Electric Locomotive Enginehouse;
2. Electrification of Moskva - Iksha - Dmitrov Line.
1. Electrification of Moskva - Mytishchi - Aleksandrov Line :
There are two lines of the Northern system which can be considered parts of the
Moskva rail junction. (See map on Fig. 6 & 7). One of them is directed to the
north-east and runs via Nytishehi, Zagorsk, Aleksandrov toward Yaroslavl'. The
other line branches off at Moskva and is routed via Iksha, I~nitrov toward
Savelovo. The electrification of rails was first initiated on Moskva - M tishchi
Aleksandrov (113 km) line and proceeded as follows :
The Moskva - Mytishchi (19 km) section was the first section of the trunk line
type to be electrified in the USSR ()-i-0). Electrification work on this section
was started in 1927 and completed in July 1929 (41) . The temporary traffic of
suburban motor-car units was opened on 3 August 1929, and beginning 1 October 1929
traffic started operating according to schedules. The section was serviced by
three-car units of "S." series motor-cars ()4.2). In 1929 the section had double
tracks. In 1933 the third track was electrified and opened for traffic (L-3).
After the completion of electrification on Moskva - Mytishchi section, work was
started on the Mytishchi - Pushkin (12 km) and Mytishchi - Shehelkovo sections
(44). The Mytishehi - Shelkovo section is the part of the 31 km branch line from
Mytishchi to Nbnino (45). On this line motor-car traffic was opened on the
stretch from N.ytishchi to Bolshevo station (7 km) by March 1, 1930 (46). By the
first of October 1930 traffic was extended to Shchelkovo, some 17 1n from
Mytishchi (47). According to Khachaturov the total Myytishchi - Shchelkovo -
Monino line was electrified during the Second Five-Year Plan period (48).
As already mentioned, the electrification of Mrtishchi - Pushkino (12 km) was
started after completion of the Moskva - Mytishchi section. Electric motor-car
traffic was opened here on 1 July 1930, and some time later, on 1 November 1930,
was extended to Pravda. The distance from Moskva to Pravda is 37 km (49) . In
1931 and 1932 motor-cars of the "S" and "Sd" series were used on this section (50).
According to a 1932 source the electrified rail lines of Northern system had in
that year 25 motor-car units, 10 of which were in disrepair (51).
The plan for the electrification of rail lines in the USSR for 1932 - 1933 In-
cluded the electrification of further part of }k skva - Aleksandrov line, i.e.,
35 km Pravda - Zagorsk and 41 km Zagorsk - Aleksandrov sections, with assignment
of 38 freight and 57 passenger electric locomotives (52). In 1932 the electrifi-
cation of the entire Pushkino - Zagorsk stretch was completed (53). On
22 October 1934 the total Moskva - Zagorsk (71`knm) stretch, electrified on 1,500 v
current, served as proving trackage for the trial run of the "PB21-O1" electric
locomotive which was built by the Kolomna Machine Building Plant (5k).
Electrification of the entire Moskva - Zagorsk - Aleksandrov line, comprising a
total of 113 km, was completed during the Second Five-Year P.an pew ad (55). This
I
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section served later on (by end of 1946) for testing motor-car unit of 'Sm"
series, the first unit operating on both 1, 500 and 3, 000 voltage (56).
According to the Sixth Five-Year Plan the entire Aleksandrov - 4'spol'ye (180 km)
line is to be changed over to electric traction during the 1956-1960 period (57).
a. Gperations on M-skva - Aleksandrov line
Some information was available on the operation of electric trains on this line.
Thus, " Vechernyaya Moskva'' reported in 1953 that during evening peak hours, start-
ing about 6:00 p.m., electric trains run in both directions every 5 to 7 minutes
on suburban lines of the Northern system. Trains pass Losinoostrovskaya Railroad
Station (located 11 km from Moskva between Moskva and Mytishchi) so often at this
time, that strict adherence to schedules is necessary to "squeeze in" heavy load
freight trains bound from Arkhangelsk and Kostroma (58). In one instance an
electric locomotive pulled a train 1,000 tons overweight from Aleksandrov station
to Losinoostrovskay'a station. In the first 10 days of May 1953, electric loco-
motives on this section pulled a total of 109 heavy trains with 23,362 tons of
extra freight (59). A total of 269 extra-weight trams were pulled by electric
locomotives in May 1953 by enginemen of the Moskva Locomotive enginehouse (60).
It was reported in 1954 that electric freight locomotives operated on only one
Moskva suburban line, namely, on the Moskva - Aleksandrov line (61). In 195
the "VL-19" series electric locomotives were used for operation on this line (62).
Two through trains commuted daily in both directions. During the summer season
the number of trains had to be increased to five (63). It was stated in
"Vechernyaya Moskva" that on this line 9-car trains were used instead of 3-car
units which transported 300, 000 passengers daily (6)#).
Inadequacies in the operations of electric locomotives on the Moskva - Aleksandrov
line and fanlty planning of operations were described in an article published
in Gudok, 12 August 1956. It stated that this line is one of the oldest users of
electric traction, and should have had considerable experience and skill in the
organization of freight traffic on the Losinoostrovskaya - Aleksandrov section.
However, from the beginning of 1956 locomotive crews were working without any
schedules. Electric locomotives had long standing time at Losinoostrovskaya and
Aleksandrov. Train movements were organized so poorly that each locomotive had
about 10,000 to 13,000 kilometers of empty runs in a month (65). Systematic fail-
ure to adhere to locomotive turnaround schedules resulted in failures to fulfill
the run norms (in kilometers) by the enginemen. Thus, in June 1956, out of 38
enginemen employed in servicing freight traffic, only 8 completed the norms for
the locomotive runs, and in July 1956, cnly 9 out of 40 enginemen (66).
b. Operations of the Moskva-III Electric Locomotive Enginehouse
The press paid special attention to the performance of the Moskva III Electric
Locomotive Enginehouse4 This enginehouse is one of the largest enterprises of the
Northern system (67). Rakov claiithat its locomotive park included "VL-19"
series electric locomotives operating on 1,500 and 3,000 v current (68).
In September 1953 the enginemen ran 226 heavy trains, transporting extra freight
which otherwise would fill 25 normal trains. The Losinoostrovskaya - Aleksandrov
section ran 7 or 8 heavy trains daily (69). The section was serviced and handled
by the enginemen of Moskva III Electric Locomotive Enginehouse (70). In January
1954 the enginemen pledged to exceed the norms for the average daily locc~rlotive
runs and average actual speed. They also pledged to meet the annual shipment plan
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IR .0 133$ _ 57
PAGE
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PAGES
by 25 December 1954, and the annual electric locomotive run plan by 20 December 1954.
They pledged to run during 1954 at least 1,200 heavy trains and transport addi-
tionally 300,000 tons of freight. It was resolved to lengthen the run of engines
between the lifting repairs up to 20,000 kilometers (71).
The volume of heavy trains on the Losinoostrovskaya - Aleksandrov section was
constantly on the increase. In March 1954 the enginemen of Mbskva III Electric
Locomotive Enginehouse ran 582 trains and transported 158,000 tons of extra
freight; in April 1954 they ran 689 heavy trains and transported 178,000 tons of
freight above the norm. During the 13 days of May, more than 250 heavy trains
were run (72). In 7 days of 1954 the enginemen of this enginehouse ran ,23O
heavy trains and transported 1,200,000 tons of excess freight. This was almost
three times more than the volume shipped additional y during the entire 1953 (73)?
In 1955 all enginemen of Moskva III enginehouse transported 1,200,000 tons of
freight above the norm in heavy trains. The enginemen pledged to increase that
tonnage up to 1,500,000 tons in the first year of the Sixth Five.Year Plan period.
The enginemen also pledged to increase the mileage of electric locoiotive runs
between general repairs from 320,000 to 400,000 kilometers, the norm is 200,000
kilometers (714).
in April 1956 an electric locomotive engineman of this enginehouse ran a 3,800
ton train on the Aleksandrov - Losinoostrovskaya section. This was the heaviest
train ever run on that stretch (75).
2. Electrification of skva - iksha _, Lnitrov Line.
The second line of the Northern system branches off the Moskva rail junction via
Beskudnikovo, Lobnya, Iksha, and Jnitrov (total 65 kilometers) en route to
Savelovo (76).
Electrification of this line was planned for 1954, according to "Vechernyaya
skva," 26 January 1954 The first change-over to electric traction was to take
place on a 45 kilo-neter stretch between Moskva and Iksha; according to the plan
1,442 block foundations were to be installed, 3,920 cu m of monolithic foundations
concreted, 1, 900 metal towers for catenary system erected, 32 passenger platforms
built, 7.5 kilometers of new trackage laid and dozens of railroad switches in-
stalled along the rail section. The plan was to build an electric traction sub-
station at Lobnya station and a dwelling for workers of the electrification depart-
ment of that section (77). In January 1954 work was under way on the Moskva -
Iksha line and block foundations were laid on Beskudnikovo - Mark section (78).
This section is 4 kilometers long; Beskudnikovo station is located 10 kilometers
from the Moskva-passenger Butyrskaya station (79). The "Moselelektrotyagstroy"
Trust (Moskva Electric Traction Construction Trust) was in charge of the work (80).
In March 1954 it was reported that large scale work was being carried out on fur-
ther electrification of the Moskva rail junction in that direction. Foundations
were being laid for towers on the Moskva Butyrskaya - Lobnya section (81). Upon
completion of the electrification work this section will terminate the electrifica-
tion of all outgoing lines (exit lines) from the capital. In the future, the
extension of these sections will be eventually electrified and will thus permit
wider use of electric traction for freight traffic (82).
In May 1954 Electrification work on the Moskva - Iksha line was proceeding with
full speed (83), and in July, as reported in "Pravda Vostoka," the electrifica-
tion work was nearing comp&etion (84) .
L
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In December 195k the first electric train.. was tested on the Moskva - Iksha sec-
tion (85 ) . As reported on 17 December 1954, regular traffic was started on the
!vbskva Butyrskaya - Lobnya section. Thus the electrification of all suburban
routes of the Moskva rail junction was completed (86). The length of the newly
electrified section is 26 kilometers. At that time it was expected that as soon
as electric traction substations are put in operation, electric locomotives
would operate as far as Iksha (87). The plan was that electric traffic be ex-
tended to Ilmitrov in 1955 (88). A large volume of construction and erection work
was to be carried out by the "Moseleiektretyagstroy" Trust in coopem.tion with
the electrical workers of the Northern system (89).
Electric train traffic was opened on the entire 1+5 1n Moskva - Iksha stretch on
27 February 1955; some 1,300 block foundations were laid, 1,600 metal towers for
the contact network erected, and about 3,000 cu in of concrete foundations were
poured; roadway and station tracks of Moskva-Butyrskaya, Lobnya and Iksha sta-
tions were reconstructed, 27 passenger platforms were built. The largest traction
substation of the Moskva rail junction was built at Lobnya station. Beginning on
February 28, 1955 some 42 pairs of passenger suburban trains were in daily opera-
tion on the ibskva - Iksha section (90).
As told by Lomagin, electrification of the Moskva - Iksha line completed the
change-over to electric traction of all suburban service of Moskva rail junction,
with electric trains operating from every station in the city (91). The next
problem of railroaders, was to introduce electric traction for freight and passen-
ger long-distance service, which in 1955 was handled by steam locomotives (92).
The electrification of the Iksha - Iknitrov section was included into the Sixth
Five-Year Plan. As reported in Gudok, 1 July 1956, the first electric locomotive
was run on this 20 kilometer stretch (93). The station tracks at Turist and
Dmitrov stations were expanded. Complete reconstruction of Thnitrov station was
planned to be terminated in August 1956 . In two months (r y and June 1956 ) some
Li.6 kilometers of contact network were installed (914. ).
On July 5, 1956, the first electric train to operate over the stretch from Moskva
to Dmitrov left Savelovskiy Terminal in Moskva, thus opening the section for
regular traffic of electric trains (95). prior to 5 July 1956 electric trains
operated only as far as Iksha (96).
The Iksha - Iknitrov section is the first to be electrified on the Northern system
in the Sixth Five-Year Plan (97).
C. Gorky system lines.
The Gor'kiy system line begins at ibskva - Gor'kovskaya Terminal and directed
toward Orekhovo, via Reutovo, 7heleznodorozhnaya and Fryazevo. At Reutovo the
line branches off to Balashikha, a distance of 12 kilometers. At Fryazevo another
line branches off to Noginsk, a distance of 1ii. kilometers (98).
The electrification of Gor'kiy system lines of the M skva rail junction (formerly
named Kurskiy system) was initiated by the end of 1932 (99). In March 1933 the
double track 23.6 km line from Moskva to Obiral ovka (now Zhele znodor ozhnaya) was
put in operation (100) .
A total of 75 kilometers of catenary system wires were used for this 23.6 kin
stretch and for the 12 kilometer stretch of electrified branch line routed off at
Rutovo to Balashikha (101). The Reutovo - Balashikha branch line had one track
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163
PAGES
Electric train traffic was scheduled as follows: a 6-car electric train was I
operating on the stretch from ioskva to Reutovo. in Reutovo the 3-car :...Pit was
uncoupled and routed to Obiralovka, while the remaining 3-car unit proceeded to
Balashikha (103). Thus, in 1934 the Moskva - Obiralovka and Reutovo - Balashikha
sections were serviced solely by electric trains (104). Three-car units of "Sd"
series were used on both sections, built by Mytishchi Railroad Car Building
Plant !Il,,.n.e+.ss~ti t~r!? .L .J.n plan for Zvi :. ti. t h -
, as told by i~ov (105). Acco dii ~ to th~ electrification o
rail lines in the USSR for 1933, the Moskva - Obiralovka section was to have
assigned 17 freight and 34 passenger electric locomotives (106).
Evidently electrification of Gor'kiy line was at standstill for many years. As
reported in "Ioskovskaya Pravda," 16 May 1956, steam locomotives were used to
pull trains from Zheleznodorozhnaya further to Kupavna, Kudinovo, Fryazevo,
Elektrostal' and Noginsk (107). On the section from Moskva to Zheleznodorozhnaya
electric trains handle more than 30 million passengers every year (i08).
Work on electrification of the line from Zheleznodoroz}anaya to Fryazevo and the
branch to Noginsk was in progress in 1956. As stated in "Moskovskaya Pravda,"
electric trains would operate as far as Noginsk in the near future. Two rein-
forced concrete platforms were under construction at Stop Kilometer 33-rd. By
the end of 1956, platforms must be built at seven stations and stopping points.
Work was being carried on (in I+ ay 1956) at Kurdonovo, Fryazevo and other points (109).
D. Moskva - Ryazan' system line.
FROM (Agency)
L
The Moskva - Ryazan' system line branches off at Moskva rail junction and is
routed in a south-eastern direction via Lyubertsy and Rsmenskoye. Electrifica-
tion of this line was inaugurated in 1933 when the first electric train made a
run from Moskva to Lyubertsy, a distance of 21 km (110 ) . The same year electric
trains started operation on the Lyubertsy - Ramenskoye (24 km) section (iii).
It was planned to assign to the section 35 freight and 70 passenger electric
locomotives (112).
As reported many years later, this section was the first to use a remote control
system (113). As stated by Golovanov in his 1956 book, the Moskva - Ramenskye
section had 4 traction sub-stations and 3 power supply control posts equipped
with remote control systems (114).
Full electrification of the Rran' system ;mist have been at a standstill for a
number of years. There are plans to begin electrification of the entire Moskva -
Ryazan' line in 1956 (115). The Sixth Five-Year Plan euvisages the electrifica-
tion of 530 km of this trunk line with the Moskva - Ryazan' section as the first
par t to be electrified (116). In connection with the electrification of this
system, more than 200 railroaders of the Moskva-sortirovochnaya (classification)
enginehouse of the Moskva-Ryazan' system took a course in operating electric and
diesel locomotives (117).
As reported by Gudok, 7 Naxch 1956, work on the electrification of the Moskva -
Ryazan' line was started. It was expected that electrification will permit an
incre ase of train weights by 1,400 tons; approximately 40,000,000 rubles will be
saved on fuel, and the operational speed will be increased an average of 25 per
cent (118).
It was planned that the Moskva-passazhirskaya (passenger) enginehouse of this
system be switched to electric traction by 1958. Preparations have already
started and two-year study courses of the electric locomotives were organized (119).
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AIR INTELLIGENCE INFORMATION REPORT
AFOIN-1A1
REPORT NO.
IR
PAGE
31
163
In 1956 the construction work on the traction substations and the erection of
towers for the L+ ^~'~.~a~f nets, j. n'a~ b?c~s1Ccuij+' ~:Vtu~JietC(i On iamenskoye
Voskresensk section of Moskva Ryazan' system. There is a possibility to put this
section in operation in 1957, thus having electric trains servicing suburban
traffic the entire stretch to Voskresensk (120).
E. Moskva -Kursk - Donbass System Lines.
1. Electrification of Iskva - Serpukhov - Skuratovo route; operations of
Pererva Electric Locomotive Enginehouse.
FROM (Aenc)
2. Electrification of Moskva - Kashira - Ozherel'ye route.
3. Electrification of Ozherel'ye - Pavelets line:
a. Usage of single-phase alternate current of industrial frequency.
b. Electrification work and operations on Ozherel'ye - Pavelets line.
The Moskva - Kursk - Donbass system is composed of two principal lines: one in
the direction of Kursk via Podol'sk, Serpukhov, Tula and Skuratovo (a total of
284 kilometers); the other from Moskva via Domodedovo, Barybino, Mikhnevo,
tilevo, K.i3hira, to Ozherel'ye and Pavelets, or Uzlovaya - Yelets. Both lines
run southward and are connected by 5 horizontal lines extending from east to
west (121).
1. Electrification of Moskva - Serpukhov - Skuratovo route
The first section of this system to be electrified was the Moskva - Skuratovo
line. As told by Khachaturov the 43 km Moskva - Tsaritsino - Podol'sk section
was electrified during the Second Five-Year Plan (122 ) . Rakov stated that the
section was electrified during 1938 - 1939 (123). According to "Vechernyaya
Moskva" of June 1953 the electrification of the Moskva-Kursk-Donbass system was
continued and handled by "Moselektrotyagstroy" Trust (Moskva Electric Traction
Construction Trust), which was building foundations, erecting steel towers and
passenger platforms on rail lines of the system. Contact cables were strung on
the 8 km Lyublino - Tsaritsino, Tsarltsino - Butovo (11 km), Butovo -
Shcherbinka (4 km), Shcherbinka - Silikatnaya (4 km) and Silikatnaya - Podol'sk
(5 km) sections (124).
As reported by 'Ld(?k, 8 January 1954, steam locomotives were used at that time
on the Lyublino - .erpukhov section of the system for haulage of freight trains;
however, electrification of the line was expected in the very near future. Sigh
voltage current was already carried on the contact wires of the transmission
line, and it was expected that the Pererva Electric Locomotive Enginehouse would
service this section with the newly acquired high-powered "VL-22m" electric
locomotives, which were received directly fran the plant. The crews were trained
and the loccanotive repair base prepared. The equipping of the Lyublino and
Serpukhovo rail stations was then nearing completion (125). The Lyublino engine-
house received "VL-22m" electric locomotives in 1954; they were to haul freight
trains on the i.bskva - Serpukhov line, replacing the "FD" steam locoemotives (1266).
In January 1954 finishing work on the construction of the contact network was
nearing completion near Serpukhov (127). The electrification of the Moskva -
I
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
31 AND 3Z, AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
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Serpukhov line and the 3-rd track to Valuyki was under way, according to a
Moskva newspaper of 26 January 1954 (128).
In the middle of Jule 1954 it was announced that in a few days all freight and
long-distance passenger trains on the Moskva - Serputiov line would be switched
to electric traction (129). Planning was under way for the electrification of the
entire Moskva - Serpukhov - Skuratovo line. In general, electrification was
being introduced gradually from section to section, from one steam locomotive
enginehouse to another, steam locomotives being replaced by electric (130).
On July 21, 1954, all basic work on the electrification of the Moskva - Serpukhov
line was completed. Test runs proved that all facilities on the line operated
adequately. The transfer of freight traffic to electric traction was started and
already in July 50 per cent of all freight trains were pulled by electric loco-
motives (131)*. It was expected that with the introduction of electric traction
in freight service, operational performance of the Moskva division of this system
would improve; that actual speed would increase, and the average daily electric
locomotive runs would exceed steam locomotive runs by 40 - Li.5 km. Shipment
assignments were to be carried out with a much smaller number of locomotives (132),
By May 1955, electric locomotives were in full service on the Moskva - Serpukhov
section (133).
As already stated, some planning for the electrification of the Sei i hov -
Skuratovo line was already under way in 1954. In connection with the wiaer de-
veloprrlent of electrification in the Sixth Five-Year Plan period, preliminary
work on that section was undertaken in 1956 (134). The work was proceeding at a
very slow pace. It was planned that by June 1956 at least 33,500,000 rubles would
be used. however, the work involved the expenditure of only 346,000 rubles (135).
The "14oselektrotyagstroy" and "Mosdonbasstroy" trusts were carrying out the
electrification of the Serupu3hov - Skuratovo line and in August 1956 another
complaint was heard that electrification was proceeding at a slow rate (136).
It was admitted that there was lack of cooperation between the Ministry of Trans-
portation and the Ministry of Transport Construction. For exaii e, plans for the
electrification of Serpukhov - Tula - Skuratovo line, which is on the main route
of the Moskva - Donbass, were made as far back as 1953, but were actually ap-
proved only in 1956; in spite of the long delay, the basic problems of the
construction were not solved, and much time was wasted (137).
By 31 August 1956 only 6 per cent of the annual plan for the electrification of
this highly important section was completed (138).
As reported in Gudok, 7 September 1956, only 5 per cent of the assigned expendi-
tures was used on electrification work of Serpukhov - Tula - Skuratovo line from
the beginning of 1956. Pitskhelauri, chief of the "Mosdonbasstranstroyt' trust
was blamed for his inefficiency. A statement in the editorial indicated that
with the existing progress of electrification the line could not possibly be put
in operation in 1957, as planned (139).
;:Fig; shows an electric locomotive on Moskva - Serpukhov stretch.
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-.
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
lit
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FROM (A41cU)
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REPORT NO.
IR.- 1338- 57
PAGE
J1
OF 163 PAGES
Operations of the Pererva Electric Locomotive Enginehouse
Electric locomotives of the Pererva enginehouse began to pull freight trains in
the second part of 1954. In 1955, the number of electric locomotives which
carried out shipment operations represented only 50 per cent of the number of
steam locomotives which would have been necessary for an equal task. Labor force
was reduced by 75 persons. In sum, electrification effected a saving of more than
13,000,000 rubles, and reduced the cost of shipments by 2/3 in 1955 (140).
In 1955 freight and passenger shipments exceeded the quota by 9.5 per cent while
the number of employed personnel as 8.7 per cent below the plan. The average
daily electric locomotive runs exceeded the runs of steam locomotives by 202
kilometers. A total of 7,550 heavy trains transported about 3,000,000 tons of
freight above the norm (141).
In 1956 electric locomotive engineraen of Pererva enginehouse* pledged to haul only
heavy trains. In the first 10 days of January 1956, they exceeded the norm for
the average daily runs by 5 kilometers, and by the end of January by 18 km. In
early January the enginemen made up and transported 125 heavy trains to Lyublino
station, and 195 heavy trains at the end of January (111-2).
2. Electrification of Moskva - Kashira - Ozherel'yeye route
The other line of this system begins in Moskva-'passenger Paveletskiy Terminal and
runs via Rastorguyevo, Domodedovo, Barybino, Mikhnevo, Zhilevo, Kashira and
Ozherel'ye to Pavelets or Uzlovaya - Valuyki. The electrification of this direc-
tion was initiated in 1946 when the first 23 km, Moskva - Rastorguyevo section
was electrified. The next 14 km, flastorguyevo - Domodedovo section was put in
operation in 1947 (143), This section uses a 1,500 v current, and is served by
the ?I y 6511 and " i67" series motor-car units built in the 1927 - 1930 period(144).
ai~u .~~?~... ,
As reported in 1953, electric trains were in operation on the Domodedovo -
Barybino (20 km) section (145).
The electrification work on the entire 78 km Domodedovo - Kashira line was in
progress in 1954. The contact network was then already installed on the 20 km
Barybino - Nikhnevo section and (as reported in January 195)-i.) was being installed
on the 26 km Mikhnevo - Zhilevo section. It was expected that electric trains
were to run on the entire stretch to Kashira in 1954 (146). The electrification
work was in progress in February 1954 (147).
However, electrification of this line up to l~i1thnevo was completed only in January
1955 and the suburban electric locomotives started operating on the 74 km Moskva -
Mikhnevo line. Construction workers pledged to complete the electrification of
the remaining Mikhnevo - Kashira stretch by 1 May 1955 (11+8).
In fact the electrification of Mikhnevo - Kashira stretch was completed in
March 1955 (12+9). The first rst electric train left the Paveletskiy Terminal on
10 March 1955 . The train was made up of new . ItS.-r?n-o -,tl type o ears built by ~..ga Rail-
road Car Building Plant. Thus, regular traffic was opened (150). Metal towers,
contact network and new platforms were built on this 40 km stretch (151)?
The electrification of the total Biryulevo - Ozherel'ye line was progressing
steadily in 1956. The electrification workers of "Moselektrotyagstroy" trust,
~ Fig. 9 shows partial view of the Pererva enginehouse.
NOTE: THIS DOCUMENT CONTAINS 1NFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES. EXCEPT BY PERMISSION OF THE DIRECTOR OF
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n~~M r
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AF FORM .---rr II
APPROVED I JUNE 1948
AIR INTELLIGENCE INFORMATION REPORT
FROM (App&Cy)
.AFOIN-1.111
UNCiASsIELEr
(CLASSIFICATION)
REPORT NO.
1338 - 57
PAGE
34 ~F 163
handling the task, had to carry out a considerable volume of work (152). By the
time the 1976 summer train-movement chart becomes effective (in 1955 the summer
chart became effective 25 May), all freight trains operating over the section
were to be pulled by electric locomotives (153).
In spite of difficulties in the supply of metal and reinforced concrete products,
the workers fulfilled the assignments. Foundations and towers for th:- catenary
s~rstern were being erected; and the enginehouse reconstructed at the Ozherei' ye
station in March 1956 (15)-i-).
ectrification of Ozherel'ye - Pavelets Line:
a. Use of single-phase alternate current of industrial frequency;
b. Electrification work and operations on Ozherel'ye - Wavelets line.
Use of single-phase alternate current of industrial frequency
Electrified Soviet rail systems operate now on a 3,300 volt direct current. This
type of current, adequate in the past, does not satisfy the growing demands. The
task for the near future is to more than double the network of electrified rail
lines and to sharply increase the weight and speed of trains (155). This means
that the consumption of electric power will increase and that large capital ex-
penditures would be required for the construction of various installations, in-
cluding power supply networks, which obviously require a great deal of copper
wires (156).
More efficient is the single-phase alternating current of industrial frequency.
With this system of power supply the trolley voltage increases from 3,300 v to
22,000 and 25,000 v.; the expenditure of non-ferrous metal for the contact net-
work is reduced to one third; the distance between the traction substations is
more than doubled and consequently the number of substations is reduced. It also
reduces the cost of substation construction and facilitates their servicing. The
entire system of electric power supply thus becomes simpler and more economical (157)
The contact network of alternating current permits the utilization of electric
power for lighting, :Iechanization of track repair work and other needs of trans-
portation at any point of the rail line; this is impossible with the existing
system. The high voltage in the traction network permits the utilization in this
system of particularly high capacity electric locomotives (158).
A distinctive characteristic of a single-phase current electric traction is the
possibility of simultaneous use of electric locomotives of various types and sys-
tems, while direct current traction system permits the use of only one type
electric locomotive. Thus, the use of single-phase current permits further progress
in the technique of operating electric locomotives of new types and systems (159),
An electric traction system based on a single-phase current of industrial frequency
has been used in Hungary for a long time. In the past few years this system is
being developed in other countries as well, for instance in France (160) .
The USSR has also turned to the introduction of electric traction on the single-
phase industrial frequency current (161). Efforts were being made by research
bodies to apply single-phase alternate current for electric rail traction (162).
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 5o U. S. C,-
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW,
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY. OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
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(CLASSIFICATION)
AIR INTELLIGENCE INFORMATION REPORT
FROM (Agenc)
I REPORT NO.
IR - 1338 - 57
PAGE
35
163
PAC-ES
A number of studies have been made by the Academy of Sciences to d tern: Lne
the economic efficiency of various systems of electric traction, and the develop-
tient of the new system. Participants in this research work included r~~ :sent .ro
Tres of technical administrations, Scientific-Research Institutes and industrial
plants under the Ministries of Transportation, Communication, Etectrical ;quip-
lnent Industry and Electric Power Stations. The conclusions and proposals were
discussed also at meetings of technical councils of these ministries. As a re;uit,
the iirrportant advantages and potentialities of single-phase current of industrial
frequency were acknowledged (163).
However, as stated in "Pravda," the work of developing this new system was advanc-
ing at a very slow pace in 1955. And as a result, a number of very important
operations in this field were carried out with intolerable delays (161-). It was
revealed that many members of the Ministry of Transportation do not favor the
electrification of trunk lines in general, and especially, the electrification
based on this new system. It was urged that drastic measures be taken for the pro-
motion of the new type of current. Also, it was acknowledged that there is a need
for wider development of the research and planning-designing experimental wore
not only in the Academy of Sciences, and in specialized scientific-research insti-
tutes, but also at the electric locomotive building plants (165).
b. Electrification work and operations on Ozhe~-el'ye - Pavelets line
The first experimental electrified rail line in the Soviet Union to operate on
single-phase alternating current of industrial frequency stretches from
Ozherel'ye via Uzunovo, Mikhaylov, to Pavelets station. The line is a part of the
Moskva - Kursk - Donbass system (166).
Planning for the electrification of the 137 km Ozherel'ye - Pavelets section was
carried out by T'Transtekhproyekt" Institute (State Planning Institute for the
Research and Design of Technical Installations on Railroads) (167),
The voltage of the new contact network on the Ozherel'ye - Pavelets section is to
be 22,000 v. Therefore, compared with the existing network, the weight of the
contact network is to be reduced approximately by 2/3. The construction of towers
for this network requires half the amount of metal needed for previous construc-
tions (168). The structure of the traction substations is considerably
simplified (169).
It was expected that the first part of the line, extending from Ozherel'ye to
Mikhaylov (85 km), would be put in operation in 1955 (170). The first electric
locomotives for experimental operations were built in 1955 (171)?
By October 1955, "Vechernyaya Moskva" newspaper reported on the progress of
electrification work of the Ozherel'ye - Mikhaylov section. The erection of metal
towers for suspending the electric wires has been completed on that section. The
wire itself was strung for several kilometers along the line. The
"MUselektrotyagstroy" (Moskva Electric Traction Construction) Trust began the
erection of the catenary system on the Purlovo - Bogatishchevo section which is
located between Ozherel'ye and Mikhaylov (172). This is the ninth and last
stretch of the electrified section. Over the entire section from Ozherel'ye to
Mikhaylov (in addition to the stations) more than 1,120 reinforced concrete
foundations, and 1,020 steel towers were erected. The installation of the catenary
system has begun at Korovino and Uzunovo stations. The "Transelektronlontazh"
(Transport Electric Installation) Trust has already strung tens of kilometers of
catenary wire and began the installation of equiprnnt at the Ozherel'ye and
Vilenski substations (173).
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
31 AND 32, AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED~PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
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Th_. if3 _ 57_
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It as ,planned t:har, the Ozherel'e .. Pvli.~r~
(~ ~~'y,, ~aylov line be put into service in 1955.
The OflS 4I : L:Ction of the second section of the line from Nlkhaylov to Pavele
(52 kilometers) was to begin -~ ~, is
of ter the first section goes in operation (17!).
"Stroitel'naya Gazeta" reported in November 1
Saratov train, after passing the Ozherel'. e station, see engersstone ~ the Moskva -
towers stretching along the railroad tracks to Mikha lov.u Here, alo ~rtnsmlSSion
85-km run, the builders and installation workers of the Miniistr l?ng the
Construction of the USSR were working on the electrification of the Ozherel'ye -
Mikhaylov line (175). All workers were exerting their efforts to put the lie i
operation during 1955? A considerable volume of work has been completed, All n
nine runs of the electrified rail line and four stations - Mikhaylov Korovino
Bogatishchevo and Uzunovo were turned over for the installation of power su 1 y
network. In building the power line, workers of the 'tMoselekt g pp y
Trust ha=remade extensive use of pre-cast reinforced concrete and prefabricated
steel structures (176), At the runs alone, more than 1,100 reinforced concrete
foundations* for transmission towers, made of precast blocks, and the same number
of steel towers have been erected. The ti_lber
turned over to installation workers for thectmounting of ~on substation in Ozherel'ye was
in Vilenki was being made ready for the installation of equipment and the substation
equipment (177).
Examples of high productivity of labor were shown by some workers and their out-
put reached almost two norms per shift. Although a great deal had been accom-
plished, a large volume of work remained yet, such as, for example the in-
stallation of electrical equipment at five railroad stations, re-arrangement of
high-voltage crossings, lighting and communication lines, the block si al s s-
tern, installation of equipment at traction substations, etc. To put the y
Ozherel'ye - Mikhaylov railroad line in operation in 1955 was the pled ed task
builders and installation workers (178). g ?fe
However, not until January 1956 was it announced that the Ozherel' e - Mikhaylov
section had been placed in operation. The experimental 85-kilometer section,
operating on a single-phase alternating current of industrial frequency was put
in service. In Ozherel'ye a power substation has been put in operation. p
December 1955, the current was turned on and the first electric locomotive
)
made a trip from Bogatishchevo station and returned to Ozherel' e (180 . The
Main Administration of Electrification and Electric Power Su y ) The
(Glavnoye upravleniye elektrifikatsii i energeticheskogo khozyay stva) Service
that in the very ear future the park of sin le- Y y aJ announced
to be boosted and that the Novocherkassk Electrich Locomotive locomotives was
already produced these new locomotives (181), otive Building plant had
It was expected that regular traffic between Ozherel'ye and Mikha lov wo - d
in January 1956 (182) . However, as late as March 1956, t' Y ~- begin
the last preparations for traffic were nearing completion, reported that
elec-
tric locomotives had arrived on the section recently (183 ~Nevenew rtrt6 axle adequate preparations for the receiving these locomotives )~ were not Nevertheless,
tact network was installed at the enginehouse. Moreover the made. No con-
Trust (Moskva Electric Traction Construction ) of the Ministry o f Transpo tyCon-. y't
struction, which was in charge of re-equipping the engineho e had already spent
the sum of 2, 300,000 rubles appropriat d for the Construction ' ready spent
work had not been completed. Due to inadequate facilities atth' but that the
he enginehoase, the
* A total of 1,120 foundations was given, as mentioned previously b
"Vechernyaya Moskva," f October 1955. y
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(CLASSIFICATION)
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FROM (Agency)
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T NO.
IF. - 1338 - 57
PAGE
PAGES
new electric locomotives had to be pulled by old steam locomotives (184).
The first runs of the new electric locomotives were scheduled for 23 February 1956.
But, antifreeze was not available and consequently the water in the locomotives
froze. Hand torches were used to heat up some parts of the new locomotives (185).
Although the route-way should have been adequately prepared to permit testing at
high speeds, the Ozherel'ye - Mikhaylov route-way was not reconstructed (186)?
Suggestions were made to first put the basic facilities in proper condition
(including facilities for sanding, lubrica cing and inspection), and then only let
the electric locomotives to operate (187).
Figures 10, 11, 12, 13 show the decrepit state of trackage
37 OF 163
the section.
On May 1956 "Vechernyaya Moskvat' announced that for the first time in the history
of Soviet railroading enginemen of Ozherel'ye enginehouse began to run freight
trains pulled by electric locomotives on alternating current between Ozherel'ye
and Mikhaylov. The first four electric locomotives of "NO" series, built by the
Novocherkassk plant, service this section (188). Thus, through traffic of elec-
tric freight trains began on the Ozherel'ye - Mikhaylov stretch. The trains
cover great distances without stops (189).
Publications of the recent date indicate that numerous inadequacies were found on
this section. In August 1956 "Pravda'' newspaper stated that electrification of
this section with single-phase alternating current of industrial frequency was
inexcusably delayed (190).
In an article published in "Oudok" 7 September 1956, A. Seredin, chief engineer
of the Main Locomotive Service Administration, stated that the experimental
operations of electric locomotives on alternate current were carried out on that
line in very difficult conditions. Various measures were being taken to elimi-
nate defects. Even workers from the Novocherkassk plant were broaght over to the
section for assistance. Steps were also taken to secure the necessary spare parts
for electric locomotives (191). Two locomotives were assigned to service freight
traffic while one was attached to the dynarometric car. The test program was
being reviewed. The Ministry of Transportation made efforts to influence the
Ministry of Electric Power Industry to take emergency measures and eliminate
defects on electric locomotives operating on alternating current (19
V. Biryukov, chief engineer of the Moskva - Kursk - Donbass system said that a
number of steps were taken by the administration of the system to eliminate
inefficiencies in the testing operations of alternating current electric loco-
motives (193). Locomotive crews now include engineers and assistants who have
completed specially organized (by the administration) courses for running the new
type locomotives. An experienced engineer has been assigned to the Ozherel'ye
enginehouse. A group of locksmiths was trained at Pererva enginehouse for future
assignment to the Ozherel'ye enginehouse for the repair of alternating current
electric locomotives (194). A number of locksmiths, engineers and technicians
were to go to the Novocherkassk plant to witness the installation work on the new
alternating current electric locomotives. Simultaneously, at Ozherel'ye engine-
house, assembly work has been completed in the shops for the equipping and
periodical repair. The inspection pit for the check-up of traction motors and
running gear of locomotives was under construction (195).
It was expected that as soon as the route-way between Ozherel'ye and Mikhaylov
is reconstructed the permissible speed of electric trains will be raised to the
designed. speed (196).
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31 AND 32, AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
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REPOR
~~ ii Z 1 31 a ""~ e k
. t~
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AF FORM 112-PART U
APPROVED 1 JUNE 1948
(cLASSIFICATION;
AIR INTELLIGENCE INFORMATION REPORT
L In... 1338-. 57
REPORT NO.
PAGE
38
163
PAGES
As a result of such steps, all alternating current electric locomotives are in
daily operation. However, this experimental operation is hampered by the state
of station lines which connect the sections operating on direct and alternating
currents. Projects for trackage development of the Ozherel'ye junction and for
the electrification of the entire Ozherel'ye - Pavelets line envisage large-scale
work on the reconstruction of station throats. V. Biryukov suggested to the
"M3se1ektrotyagstroy" and the Ministry of Transport Construction to speed up the
work and complete it in 1956 (197).
Moskva - Kiyev Stem Line.
The general plan for reconstruction of Moskva city during 1951 - 1960 period, ap-
proved by the USSR government in 1952, stipulated the electrification of Moskva-
passenger Kiyevskiy Terminal - Aprelevka section of the Moskva - Kiyev system (198).
In 1951 electrification of this 38 km section was complete. (199). According to
"Trud," November 1953, the electrification of an additional 30 km Aprelevka - to
Nara section was planned (200).
In July 1954 the planning was still under way (201).
In accordance with the Sixth Five-Year Plan the entire line from Aprelevka to
Maloyaroslavets (79 km.) is to be electrified and put in operation during the
1956 - 1960 period (202).
G. Kalinin System Lines,:
1. Electrification of Moskva - Smolensk route?
2. Electrification of Moskva - Rzhev route.
There are two lines of the Kalinin system which branch off in Moskva. One of the
lines is routed to Smolensk via Kuntsevo, Golitsino (where it branches off to
Zvenigorod for 11 km distance), Kubinka, Mozhaysk and to Smolensk. The other
line leads to Rzhev, via Nakhabino, Guchkovo, Novoiyerusalimskaya, and
Volokolamsk.
1. Electrification of Moskva - Smolensk route
The first section of this line to be changed over to electric traction was the
11 km Moskva - Kuntsevo section, in November 1943 (203), This section was serv-
iced by the three-car "Sd" series electric units built in 1932 - 1941 period by
the Mytishchi Railroad Car Building Plant in cooperation with the "Dinamo"
plant (204-).
According to "Vechernyaya Moskva," Zvenigorod (located on the branch line from
Golitsino) was linked with Moskva by an electric railroad in 1953 (205)? The same
newspaper announced in April 1954 that electric trains began commuting on the
Kalinin system to Golitsino and Zvenigorod (206).
In 1955 plans were made for further electrification of the line, extending from
Golitsino to Mozhaysk (207). However, no progress was reported in available
publications.
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31 AND 32, AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
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AIR INTELLIGENCE INFORMATION REPORT
FROM (Auncv)
AFOIN-lAl
REPORT NO.
IR - 1338- 5?
PAGE
39 OF 163
2. Electrification of Moskva - Rzhev route
PAGES
The first electrified part of this route (in 1945 and 1946) extended from Moskva
to Nakhabino (3)-i. km fromr. oskva) and Guchkovo (39 km from Moskva) (208), This
section was serviced by "Sd" series three-car electric units built by the
Mjtishchi Railroad Car Building and the "Dinanlo" plants (209 ) . In November 1954
the Nakhabino electric locomotive enginehouse was praised for excellent per-
formance (210).
In 1954 it was planned that this suburban passenger line be electrified and put
in operation in 1954 on the stretch from Guchkovo to Novoiyerusalimskaya (22 km)
(211). In April 1954 the electrification work of that section as in progress (212)
Its completion was planned for the Railroader's Day in 1954 (213).
In fact the Guchkovo - Novoiyerusalimskaya section, newly electrified was put in
operation as reported in "Gudok," 4 January 1955. On January 5, 1955 the first
electric train was to leave Moskva-passenger station of the Kalinin system and
proceed to Novoiyerusalimskaya station,. About 6 pairs of electric trains were to
depart daily from the Moskva-passenger station. Passenger platforms were built
at stop points at Snigiri, Manikhino, Istra and Novoiyerusalimskaya (214).
With the completion of electrification of the Guchkovo - Novoiyerusalimskaya
section, the total length of electrified line on this route is 61 kilometers (215).
In accordance with the Sixth Five-Year Plan the next section from Novoiyerusalims-
kaya to Volokolamsk (65 km) will be electrified in the 1956 - 1960 period (216).
H. October System Line.
The October system is routed from the Moskva rail junction in the north-eastern
direction via Khovrino, Kryakovo, Povarovo and Klin toward Leningrad. The first
38 km Moskva - Kryukovo section of this line was electrified and put in opera-
tion in 1950 (217)?
According to Yu. G. Saushkin, it was planned to operate electric trains on the
entire Moskva - Kiln stretch (89 km) in 1953 (218). In June 1953 it was reported
that the I'Moselektrotyagstroy" (Moskva :Electric Traction Construction) trust was
carrying out a large voimne of electrification work on this section; several
dozen reinforced concrete towers have been erected for overhead wires. The string-
ing of the contact wire network was to begin shortly on the Povarovo -
Podsolneehnaya (14 km) section (219). By November 1953 the concrete foundations
and steel towers were built and erected. Contact cable was hung on the whole
section except at Klan and Pokrovka railroad stations on the Podsolnechnaya -
Pokrovka run. Eleven of the 18 concrete passenger platforms (stops) have been
built. At Frolovskaya railroad station and "582 1 n'' stops, platforms were erected
and asphalted (220). Thus, the Kryukovo - rain section (51 km) was ready for
operation on electric traction in November 1953 (221). By January 1954 the elec-
trification work was completed, but the traffic was not yet opened. The
"Moselektrotyagstroy" trust has built 20 reinforced concrete passenger platforms
and inst i1 ed 1,500 towers for the contact system (222). A total of 124 kilo-
meters of contact network wire was suspended (223) and an electric traction sub-
station was built at the Podsoinechnaya railroad station. The line was made ready
for operation late in January 1954, when the run of the first test train was
scheduled (224).
J
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31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW,
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
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APPROVED I JUNE 1948
FROM (Agency)
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AFOIM-1Al
(C^ ZS CAT1ON)
IR - 1338 57
PAGE
PAGES
Finally, on March 10, 1951+, electric traction was opened on the Kryukovo - Kiln
section (225). Much work was put into switching the automatic block system to
alternating current; the contact network and traction substations were built and
assembled. An 18-apartment, house for the use of the contact network maintenance
crews was built (226).
The reinforced concrete towers for the contact network were used for the first
time on this section (Kryukovo - Kiln). These towers did not require special
concrete foundations and needed considerably less steel. The assembly of traction
substations was completed in an unusually short period of time, i.e., in one and
a half months. This was due to the fact that the Perovo Railroad Car Repair Plant
had the control panel sets and distributors for the direct and alternate currents
ready (227). In the middle of July planning was under way for the electrfication
of the next section, from Klan to Kalinin (228)= Evidently nothing was started
in this respect so far, since a statement in a So.ri et periodical of March 1956
mentioned that the section from Klin and further will eventually be electrified
toward Kalinin as far as the resort area on the "Moskva Sea" (229).
In fact the Sixth Five-Year Plan envisages the electrification of the entire
Klin - Kalinin line to be completed during the 1956 - 1960 period (230). As stated
in "Leningradskaya Pravda" in 1958 the whole Moskva - Kalinin route will have
electric traction, with the exception of switching and helper work (231).
I
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
31 AND 32 AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES. EXCEPT BY PERMISSION OF THE DIRECTOR OF
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FROM (Agency)
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- 1338 - 5 7
CHAPTER III
PAGE
1 OF 163
Electrification of Suburban Rail Lines.
A. Electrification of Rail Lines near Leningrad.
B. Electrification of Rail Lines near Kiyev.
C. Electrification of Rail Lines near Riga.
D. Electrification of Rail Lines near Tallin.
PAGES
A. Electrification of Rail Lines near Leningrad.
The Leningrad Rail Junction, which handles a huge volume of freight, is one of the
largest junctions in the Soviet Union (1). Twelve railroad lines branch off
Leningrad city, four of them toward the north, and eight toward the south (2). The
rail junction is comprised of about 20 large railroad stations and a complex intra-
junctional network (3).
The plan for the electrification of rail lines in the USSR for 1932 - 1933 in-
cluded the change over to electric traction of the ~0 kin, Leningrad - Baltiyskiy
Terminal - Ligovo - Petergof - Oranienbaum (also called Lomonosov) line also the
branch line from Ligovo-Krasnoye Selo to Gatchina (Ii.). These two sections were to
get 30 freight and 60 passenger electric locomotives (5).
The 1932 - 1933 plan also included the electrification of the stretch starting at
Leningrad - Vitebskiy Terminal to Pavlovsk, a total of 27 km (6). This section
was to be assigned 12 freight and 2) passenger- electric locomotives ( 7).
Actually, the electrification of lines near Leningrad was initiated in 1933, when
the first section on the Leningrad Oraniyenbaum line was electrified (8). This
section extended from Leningrad - Baltiyskiy Terminal to Petergof, a total of
33 km. The section had traction sub-stations at Leningrad, Ligovo, and Petergof
(9) . Petergof is also called Petrodvorets.
Thus, in 1933 electric motor-car service was opened on the Leningrad - Petergof
section (10).
The Second Five-Year Plan (1933 - 1937) stipulated the change over to electric
traction of 185 km of the Leningrad Rail Junction or, in other words, of all
suburban traffic of the city (il).
By 1 January 1936, there were 51 km of electrified rail lines near Leningrad (12)
they include Leningrad - Oranienbaum and Ligovo - Krasnoye Selo (11 km) branch
line (13).
By the end of the Second Five-Year Plan period (1937), as told by T.S. Khachaturov,
the lines which were electrified included the entire (32 km) branch line from
Ligovo to Gatchina (114.).
During the war many rail lines near Leningrad were damaged, but in the following
years they were quickly repaired and electric traction was resumed on many sec-
tions of lines, such as from Leningrad to Oranienbaurn, also to Pavlovsk and
Beloostrov (15).
The lines slated for electrification during the Fourth Five-Year Plan period
(191.6 - 1950) included 180 km of lanes near Leningrad. (16).
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
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IR
1
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AF FORM 112--PART II
APPROVED I JUNE 948
FROM (Agency)
* Some information of a later date was available on the operations the crere-
of Lezztingrad - FinlyandskiY electric locomotive enginehouse. The locomotive
?rmen, as stated in Gudok, of 2 March 1956, p. 3, completed for the increased
They ~rere ggiven a
paa.
run of electric motor-car units between the lifting repair. T 000 k Guok
lifting repair after the runs of 275,000 km, while the norm is hey ,
of 11 March 1956, p. 1 confirmed the information.
AFOIN-lAl
AIR INTELLIGENCE INFORMATION REPORT
REPORT NO.
IR - 1338 ~? 57
PAGE +: OF
163
PAGES
Fifth Five-Year Plan (1951 - 1955) provided for the electrificationroff
The Fiftsuburban rail lines beginning at Leningrad Varshavsk1Y Terminal ofLSive a
ad -
station (69 km) of October system, (17), and of the line from the
Vitebskiy Terminal via Detskoye Selo (Pushkin), and Pavlovsk, up to Viritsa, a
total distance of 60 km (18).
Contradictory information as available on the electrification of the two lines
One of these lines
which start off at the Leningrad - Finlyandskiy Terminal. Beloostrov to Zelencgorsk.
line
goes via Toksovo, Rautu and Priozersk, the other
One source says that the two electrified railroad lines starting at
to the
c
FinlYdskiy Terminal were built after World- War II (19)? But ov - accoenogor to
line
newspaper Kommunist Tadzhikistan, The Leningrad Bsthat the electrified line
(SO k1n) was electrified in 1951 (20), while Gudok states
Leningrad - Fin].yandskiY Terminal - Beloostrov was put in service on 1 June 1952
Prior to this, in March 1952 the electrification work on elen gk-
{21) (6 km) was completed (22). As stated in Pravda, 1 Y 1953,
Ushkcvo stretch elec-
tric lines between Leningrad and the southerl shore of the Bay of Finland were re-
from Leningrad- -
stored during the postwar years. Electric trains were running
FinlyandskiY terminal to health resorts of the Kola Isthmus (23)*?
In 1953 several newspapers recorded the progress of electrification work on the
L - at Leningrad - Vitebskiy Terminal via Detskoye Selo (called Pushkom ,
from line and starting to a Vyritsa. On 17 May 1953 an electric train started operating
The elec-
- Vitebskiy terntinal to Pavlovsk, a stretch of 27 km ( 24) ' schedule .
try Leningrad
'fication of this line was completed two and one half months ahead of sds of steel
.
Seven high platforms and a power substation have been built,
supports erected. The new method of suspending wires accelerated the work and the time for this operation to 1/6 of that previously required (25). Illustebsttration
r Terminal
(see Fig. l4) shows the first electric train leaving Leningrad Vi Y
t
enroute to Pushkin and Pavlovsk ( 26)?
reported in Ogonek, in May 1953, electric traiua were in regular service on
As
lines from Leningrad - BaltiYskiy Terminal to Petrodorets (or Peterg f) any
Oran 27).
ienbaum ( or Lomonosov), also on the branch line from Ligovo to Gatchina ( In the Sixth Five - Year Peri (Plan4a1 km) , total anofd 188 Leningrad. kilometers of rail sections on theRuchey
October System are to be electrified (28), including Leningrad Mel ni YY
- Tosno (53 kin) lines (29). Work
the electrification of the Leningrad - Me1'nichnyy Ruchey suburb The
has begun on
line ( of the October system) and the branching off Pisarevka s Peri sec total length of the sections to be electrified tri~ication (30) kilometers. ? This is the
fourth Leningrad suburban route to undergo elec
INTELLIGENCE, USAF.
50 U.
IN THE
S. C. CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED M ~T SR IT AN UNAMEANING OF THE ESPIOO PROHIC TED BY LAW.
31 AND 32 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN AN TO IZED PERSON B
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AF FORM 112-PART U
APPROVED I JUNE 1948
AFOIN-JAI
AIR INTELLIGENCE INFORMATION REPORT
REPORT NO.
YR - 1338 - 57
PAGE
14.3
163
PAGES
As stated in Gudok, 1 May 1956, the majority of rail lines approaching Leningrad
have been already electrified (31). Fast electric passenger train traffic links
Petrodvorets (or Petergof), Oraniyenbaum (or Lomonosov), Gatchina, Sestroretsk and
other suburban lines with Leningrad (32). During the spring of 1956 the
"Sevzaptransstroy" Trust started the electrification of the suburban line to
Irinovka (33). Irinovka station is located 17 kilometers from Mel'niychniy Ruchey
station en route to Ladozhskoye Ozero station (3)-i-). The construction of the new
electrified lines will require the excavation of 20,000 cu m of the earth a fill
of more than 140,000 cu in, and the laying of more than 40 kilometers of new rails
(35).
The plan for electrification also included the line from the Leningrad -
Moskovskiy Terminal (October system) to Obukhovo, Tosno, Lyuban' and Malaya
Vishera (total of 162 km), according to M. Mitkin, chief engineer of the Leningrad
Moskva division (36).
It is expected that in 1957 only electric and diesel locomotives will operate on
the Leningrad - Moskva run of the October rail system ( 37).
Electrification of Rail Lines Near Kivev
The Fourth Five-Year Plan slated the electrification of the suburban rail lines
near Kiyev. The plan was to introduce electric traction in the first hand on Kiyev
(0 km) - Boyarka (23 km) - Vasil'kov (37 km) Motovilovka (47 km) line; this line
extends further to Fastov, total of 64 km. Also on Kiyev - Klavdiyevo (49 km)
line, which extends further to Teterev, a total of 8iian. Later on, electric trac-
tion was to be used on to Kiyev - Darnitsa (14 km), on Motovilovka - Fastov (17 km)
and Klavdiyevo - Teterev (32 kin) sections. The plan included the building of
pavillions, high platforms and footbridges at all stops. The construction of the
suburban rail stations was to be started in 1948 (38).
In fact, during the Fourth Five-Year Plan period the electrification of Kiyev -
Boyarka (23 km) was completed (39) . Further section from Boyarka to Vasil 'kov
(14 km) was electrified and put in operation only by November 1953 (40)?
Evidently hardly any progress was made in the electrification of rail lines near
Kiyev during the following years. A 1955 source mentioned the fact (already known
in 1953) that the Kiyev - Boyarka - Vasil'kov section was electrified (41). it
also stated that the electrified railroad will be further extended to the
Motovilovka station. Towers for the contact network were being constructed and the
building of substations was nearing completion. Simultaneously, the electrifica-
tion of Kiyev - Darnitsa (JA km) was in progress (42).
As reported in September 1956 the Kiyev - Darnitsa suburban rail line was being
electrified. Passenger platforms have already been constructed. The catenary net
supports were raised, and electrical equipment was being installed (43).
GElectrification of Rail Lines Near Riga
The suburban rail line near Riga, which is routed via Zasulauk, Dubulty, Sloks and
to Kemeri (a total of 45 kilometers) was electrified at the end of the Fourth
Five-Year Plan period (44).
The first section extending from Riga to Dubulty (26 kin) was electrified in 1950
(45). On that section there was an electric locomtive enginehouse in Rig, which
was put in operation in 1951 (46), and an electric motor-car enginehouse at Zasulauk
station, which is located 7 km from Elga ( 4 ~) .
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
LIRULA SSI F! FR
(CLASSIFICATION)
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AF FORM 112--PART II
APPROVED 1 JUNE 1948
UNOLASSI FlED
AIR INTELLIGENCE INFORMATION REPORT
AFOI1 -3j.
REPORT NO.
-1338 - 57
PAGE
i.'h OF
PAGES
The next section to be changed over to electric traction extended from. DtiL 1ty to
Sloka (10 km) and was opened for traffic on 16 June 1951 (14.8). By the end of 1951
the last section of Riga - Kemeri line, from Sloka to Kemeri (9 km) was electrified
(".9).
FROM (Agency)
Evidently no progress was made on the electrification during the following years.
In 19514. complaint was made that the movement of electric trains was organized in-
adequately and was much too slow (50).
In 1956 much work was put in the improvement of traffic on the :;uburban electri-
fied Riga - Kemeri line. It has been made possible for Riga rail junction to
handle over 300,000 passengers during the days when traffic wa, particularly heavy.
In previous years only 100,000 passengers were transported (51).
The Sixth Five-Year Plan stipulates the beginning of rail electrification on the
northern section of Riga coast line by the end of the period (52).
D. Electrification of Rail Lines Near Tallin
The electrification of rail lines near Tallin took place as early as 192)4-. The
11.2 In long stretch from Tallin to Peskyule was then electrified on the 1,200 v
current (53). Because of inadequate appropriations the system was unable to ac-
quire new rolling stock, and used old k1-axle, 18-meter cars which were rebuilt
and re-equipped with electrical e jd. ent ordered in Germany. Altogether i motor-
cars (M1 - M14-) were ready for operations (51'.).
In 1914.0 this section, from Tallin to Peskyule, was included into the newly organ-
ized Estonian system. In 1914.1 the M1 - M14. motorcars were sent to the railroads
of the Urals and were never used again as electric cars (55). According to Rakov,
motor-cars "EM165" and EM167", which were built in 1927 - 1930 for operation on
750 v current were used on Tallin - Peskyule section (56).
During the Fourth Five-Year Plan period, the suburban rail lines of Tallin junction
were electrified, as stated by Naporko (57), and the electrification work was to
be further developed in 1955 (58)?
Evidently no progress was made, since no additional information was found in 1955
and 1956. The chief of Tallin division expressed complaints about the worn-out
rails on the division, unfit for operation of new type locomotives, and even full
utilization of steam locomotives (59).
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
31 AND 32, AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER 10 AN UNAUTHORIZED PERSON IS PF(?' ISI i ED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION 0r THE DIRECTOR OF
USAF
INTELLI
GENCE
UNCLAcr
..
(CLASSIFICATION)
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 AFOIN-1A1
AT1ON
AIR INTELLIGENCE INFORMATION REPORT
AF FORM 112-PART U
Wac,OYED 1 JUNE 1948
FROM (Agency)
REPORT NO.
{ IR -. 133 - 57
CHAPTER IV
PAGE 1+5 OF 1;::
a ~
1ectrjfication of Ra~, sections an 1i , e bpL1th
ec r ..ri c.a on o the aporoz ye - , 1 -opo- u~
line (Stalin System); operations on the Zap.ir.ozheye -
Dolgintevo line.
D. Planning for the electrification of Debal'tsevo - Zverevo and
Debal'tsevo - Gorlovka sections (Donets system).
C. Planning for the electrification of YasiY?ovate ya - P atithatki
route.
D. Electrification of Kbar'kov - Merefa - Lozovaya Line of the
Southern System.
A. Electrification of the Zaporozh'ye - Nikopol' - Dolgintsevo Lthe
The plan for electrification of rail lines in the USSR in 1932 - 1933 included the
change over to electric traction of the 182 km Zaporozh'ye -? Dolgintsevo line, to
which 23 electric locomotives were to be assigned (1). According to Rosen.fel' d,
the first section of the 81i. km Zaporozh'ye - Nikopol' line was electrified and put
in operation in 193)1- (2).
As stated in the Plan for 1935 the entire Zaporozh'ye - Dolgintsevo line was to be
ready for electric traction an 1935 (3). In fact, lines electrified during the
Second Five-Year Plan period (1933 - 1937) included the single-track line from
Dolgintsevo to Zaporozh'ye (1+), although Golovanov stated that the line was elec-
trified not before 191 ( 5).
The section extending from Dolgintsevo to Pyatikhatki ('(5 km), a connecting link
for the existing Zaporozh'ye - Dolgintsevo section and the planned Pyatikhatki -
Nizbnedneprovsk line, was slated for electrification in the Third Five-Year Plan
(6). However, in 1956, the Zaporozh'ye - Dolgintsevo line remained the only elec-
trified line of the Krivoy Rog - Donbass route (7),
Operations on the Zaporozh'ye - Dolgintsevo line
During the post-war years there was a shortage of electric power on the Zaporozh'ye -
Dolgintsevo section, At that time both steam and electric traction were used on
the section (8), The interruptions in traffic were so common that even when the
power supply shortages were terminated the utilization of electric locomotives re-
mained inadequate (9). Electric locomotives were idle while steam locomotives were
put in operation. Thus, in 195+ and in 1955, some 30 - 1O per cent of the entire
electric locomotive park was left idle daily. Electric locomotives in operation
spent 50% of the time either standing at stations, or before signals (10).
In 1951., electric locomotive enginemen of the Nikopol' enginehouse (operating on
this section) hauled mostly heavy trains (11). Some 80 per cent of all enginemen
used the "circu].ax" system of runs and exceeded norms for the average daily loco-
motive runs. The weight norms were increased by 500 tons in one direction and by
200 tons in the opposite direction (12).
i
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW,
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES. EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
UNC[ASS'
(CLASSIFICATION)
le---66570- 1 7a V. L 60YDNN[NT ININTING OIIIC[
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AF FORM i12-p RT H
APPROVED 1 JUNE 1948
FROM (Agency)
AFOIN-lA1
~II'C~AS4fl' c
AIR INTELLIGENCE INFORMATION REPORT
REPORT NO.
IR -1338 - 57
PAGE
46
163
PAGES
In 1955 the road-bed was under repair. During that period the turnaround time
rose by 9 hours. However, when the repair was completed, the abn nistrators
"forgot" to change the schedules for to turnaround time (13) . Evidently, such
faulty organization of operations was not corrected in 1956. As reported in
Gudok, 21 March 56, numerous meetings and consultations were held by the electric
locomotive railroaders of the Nikopol' enginehouse and the Dolgintsevo Division.
The meetings were devoted to the problem of better utilization of electric loco-
motives (14). It was admitted that so far electric locomotives are still utilized
to only 50 per cent of their capacity (15). Electric trains haul ore to
Zaporozh'ye and bring empties on return trip. Simultaneously, coal is shipped to
the Krivoy-Rog basin via Chaplin and Verkhovtsevo. The shipments of coal could
be carried out by the Doigintsevo railroaders and shipments of ore could be in-
creased by 3 - 4 trains daily (16).
Railroaders of the Nikopol' electric locomotive enginehouse and Dolgintsevo
division unanimously declared that the assignment of the Five-Year Plan could be
completed already in 1957; the weight of trains could be boosted J-i-O per cent, the
actual speed (excluding stops) increased 21 per cent, and the average daily loco-
motive run - increased by 110 km (17). The possibilities to fulfill that assign-
ment consist in the fact that all railroaders are highly qualified, that electric
locomotive park is in excellent condition and that the road-bed is repaired (18).
However, many inadequacies were pointed out, such as disorganized performance of
enginemen or use of kerosene lanterns for the illumination of signals which re-
suited in reduced train speeds (19). Railroaders of the enginehouse acknowledged
that operational facilities of the Zaporozh'ye - Dolgintsevo section, the only
electrified line of the Krivoy Rog
- Donbass route, have remained undeveloped and
unfinished (20). For example, some
turnaround points still lack the simplest
equipment
for sanding service of electric locomotives. There is no
inspection
ditch at
large stations such as Nikopol'. At the Zaporozh'ye Levoye
station
,
trackage
leading to sanding facilities lacks an overhead wire (21).
Similarly at
Dolgintsevo station the so-called "kolomoytsevskiy" yard was built to serve as a
connecting link for steam and electric traction. The construction of this yard
was not completed and no catenary system has yet been installed. Steam locomotives
are still used here for switching operations and much time is wasted and the shunt-
ing capacities of the station are reduced (22).
In view of all such defects Korotetskiy, chief of the Dolgintsevo division, issued
a special order, asking for additional 3 to 4 ore-loaded trains daily (these trains
'were formerly forwarded via Verkhovtsevo); he also demanded new schedules for elec-
tric locomotive turnaround; that empty runs of electric locomotives be reduced to
a minimum and that 90 per cent of all electric locomotives operate on a "circular"
system. Local party officials were made responsible for the execution of these
orders (23).
B. Planning for the Electrification of Debal'tsevo - Zverevo
and Debal'tsevo - Gorlovka sections Donets system .
The plan for the electrification of rail lines in the USSR in 1932 - 1933 included
the change over to electric traction of the 151. km Debal'tsevo - Zverevo line of
the Donets system, with a tentative assignment of 18 electric locomotives (2!-).
This goal was never accomplished, but more than two decades later, as reported in
Gudok, 2 October 1954, it was again planned to electrify the 37 km Debal'tsevo -
Gorlovka line (25).
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE. USAF.
LLNeLLSY!?T
di-
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AF FORM 112 --DART H
APPROVED 1 JUNE 1948
AIR INTELLIGENCE INFORMATION REPORT
FROM (Agency)
FOI
N-:-~u
REPORT NO.
IR - 1338 - 57
PAGE 1i.7 OF 163 PAGES
C. Planning for the Electrification of Yasinovataya -
Pyatikhatki - rout .
The plan for electrification of z,..l lines in the USSR for 1932 - 1933 also in-
cluded two other sections: Yasinovataya (Donets system) - Chaplino (Stalin system),
with a planned assignment of 21 freight electric locomotives (26) and Chaplin -
Zaporozh'ye (Stalin system) with 10 freight electric locomotives assigned (27).
This task was never accomplished and as reported in Gudok, 18 July 1956, it was
again planned that the entire Yasinovataya - Pyatikhatki (via Dnepropetrovsk)
route be changed over to electric traction during 1956 - 1960 (28). In accord-
ance with the plan for the reconstruction of the road bed, work was started on the
development of the Nizhnedneprovsk junction. The plan includes the extension of
receiving and departure trackage by 850 - 900 meters - an unsatisfactory length
for electric locomotive runs (29). At the present time the Nizhnedneprovsk rail
junction is an uni - directional classification yard. It is planned to make it
bi -directional with a total of over 1j.0 - i~5 tracks ( 30).
D. Electrification of Khar'kov - Merefa - Lozovaya
Line of the Southern System'
reinforced concrete bridge at Meref a station
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31 AND 32, AS AMENDED. ITS T..tANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
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In 195 plans were made for the electrification of the 25 km, ithar'kov - Merefa
suburban rail line (31). This section was to be serviced by six-car electric
trains built Ny the Riga Railroad Car Building Plant, with each unit capable of
accommodating 160 persons (32). It was expected that upon change-over to electric
traction the trains could cover the Kharkov - Merefa section in one half the time
than when pulled by steam locomotives and that the trains could depart from the
terminal stations every 5 - 8 minutes during the rush hours (33). According to
plans the traction substations on the section were to have remote control (34).
Electrification of the Kharkov - Merefa section is to be completed in 195' (35).
The "Yuzhtransstroy" Trust was assigned to carry out the work on the section,
which included the instai.1ation of 300 reinforced concrete towers for the catenary
system, the construction of two traction substations, a footbridge, and other
ctractures (36). The "Stroydetal'" plant is to produce the reinforced concrete
towers and has produced some sample specimens (37).
Station tracks at Merefa were undergoing reconstruction, new switches were being
installed and areas were being prepared for erection of passenger platforms ( 38).
However, as stated in Gudok, 21 July 56, the rate at which the electrification
work on the section was proceeding was not considered satisfactory. The supply
of construction materials was not adequate and no decision has yet been made con-
cerning the choice of the current (39).
By July 27, 1956, track-laying on the approach line to the Merefa electric sub-
station was finished. An electric terminal was being built (40), and preparations
were under way for the construction of a traction substation in iovo;selovka. A
passenger pavillion was being built at Zelenyy Gay Staticu. The el ctrification
of Merefa - Lozovaya (a distance of 123 kilometers) was completed (41). A31 elec-
tric substations from Kursk to Kharkov and from Kharkov to Lozovaya will be con-
trolled from two dispatchers' points. The railroad stations were being equipped
with electrical central control of switches (1+2).
On 2 Amgast 1956, as reported in Izvestiya, the Kharkov - Merefa section was trans-
ferring to electrical traction (43). Work on the installation of a catenary over-
head supports has begun. Preparations were under way for the construction of a
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AF FORM 112--PART II
APPROVED i JUNE 1948
AIR INTELLIGENCE INFORMATION REPORT
FROM (Agency)
AFOIN-J. U
REPORT NO.
IR -1338 - 57
CHAPTER V
PAGE
Electrifications of Sections on the Kirov System.
163
Electrif; cri on of the Kirov system was started in 19314. on the 94 kilometers
Kandalaksha - Apatity line and 22 kilometer, Apatity - Kirovsk branch line (1).
Both stretches were put in operation in 1935 (2).
By 1939 electrification of the entire Kandalaksha - Apatity - Murmansk (278 km)
line was nearing completion (3), and by 1941 the entire Kandalaksha - Mur risk
line together with the branch line from Apatity to Kirovsk, was electrified (4).
The Third Five-Year Plan stipulated the electrification of the extension of the
Murmansk - Apatity - Kandalaksha main line to Loukhi (5), for an additional dis-
tance of 167 kilometers from Kandalaksha to Loukhi. The plan probably was not
carried out, because according to Obraztsov the Fourth Five-Year Plan (19~-6 - 1950)
again stipulated the electrification of that section (6).
L
In December 1956 the electrification of Kandalaks_ha - Loukhi section was proposed
again, for the purpose of increasing the through-put capacity of the line. At
present the Kandalaksha electric locomotive enginehouse uses only 35 per cent of
its capacity serving one run, and can easily accomodate more electric locomotives
(7). Experience showed that by electrification of Kandalaksha - Loukhi line, it
would be enough to suspend 200 km of contact network, construct 6 power substations,
electric power service buildings in Loukhi station, look-out point for contact net-
work and 6 residential buildings with 64 apartments. All this will require
41,603 thousand rubles instead of 150 million rubles as originally proposed and re-
jected for being expensive (8)
Electrification of Kandalaksha - Loukhi section and lengthening of tracks at inter-
mediate stations will raise the weight norm of trains on 3,500 tons. Traffic
capacity of Murmansk - Sorokskaya line will increase 2.2 times and net cost of
transportation will decrease considerably (9).
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
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INTELLIGENCE, USAF. CiA
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AF FORM 112--PART II
APPROVED 1 JUNE 1948
SIREA
SWCATION)
AIR INTELLIGENCE INFORMATION REPORT
FROM (ApeTUu) i REPORT NO.
AFOIN-1A1 ( 1
IR-133-57 1
CHAPTER VI.
PAGE L9 OF 163 PAGES
Electrification of Caucasian Rail Lines.
A. Electrified Lines of the Systems:
B. Current Electrification Projects;
1. Belorechenskaya - Taupse - Sochi - Adler
Sukhumi. Line;
2. Zestafoni - Chiatura Line;
3. Ochemchiri - Kvezani Branch Line.
C. Operations of Tbilisi and Khashuri Electric
Locomotive Enginehouses:
1. Tbilisi Electric Locomotive Enginehouse;
2. Khashuri Electric Locomotive Enginehouse.
A. Electrified Lines of the Systems
The Transcaucasian system has the longest network of electrified railroad lines
(1)u The initiation of the first in the USSR suburban type electrified lines took
place on the Baku - Sabunchi line on 6 July 1926, when the line connecting the
city with the oil fields of Sabunchi and Surakhany was electrified (2). All equip-
ment of this system, with the exception of the control equipment of the electric
motor-cars, was produced by Soviet plants (3). According to Rakov, 14 motor-car
units were placed in service on the Baku- Sabunchi line. They were produced by
the Mytishehi plant in cooperation with the "Dinamo" plant (1i.). As told in
"Electrification of Rail Transport", the rolling stock of the Baku - Sabunchi line
consisted in 1932 of fourteen u-axle motor-cars, 12 coupled u-axle cars and 8
coupled 2-axle cars and a mail-baggage car (5), Already in 1932 the advantages
of electric traction proved efficacious and that year the newly electrified section
(20.5 km long) transported about 25,000,000 passengers - or six times as much as
during the last year of steam traction (6).
In 1932 the first freight handling section of the main trunk line type was elec-
trified on the so-c d "Surami Pass", betweentKhashuri and Zestafoni, where the
ascent grade exceeds Z o(7). The work on the construction of the catenary system,
substations and high-voltage transmission lines was started on this section as
early as 1928. The electrification was completed in 1932, and on 2 August 1932
the first experimental run of the "Surami type electric locomotives, "S" series,
was carried out. The official opening of traffic took place on 16 August 1932,
when the "S10 - 03i1 electric locomotive pulled a train with government represent
tives aboard* (8). The total length of the electrified $ursmi Pass section corn-
prised 63 km (9). The section had a very difficult route profile and dense traffic -
conditions particularly suitable for utilization of electric traction. The section
was supplied with low-cost electric power from the Rioni and Zemo-Avchalinskaya
*According to Khachaturov the first trunk line electric locomotives for operation
on Surami Pass were imported from the USA. Several locomotives of the same type
were built later by the Soviets (Kbachaturov, T.S. Distribution.., 1939, p. 573),
a.
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF lTS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW,
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
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71
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FROM (Agency)
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IR -1338 57
PAGE 50 OF
163
PAGES
hydroelectric power plants (lo). At first mixed electric and steam traction was
used on the S`urami Pass line, a fact which considerably reduced the effectiveness
of electric traction. With the arrival of new electric locomotives in 1933 - 19314
the section was completely transferred to electric traction. The #2 steam loco-
motives ("E" and "Eu" series) operating there were replaced by 17 electric loco-
motives of "Ss", "S" and "Si" series. In fact, one electric locomotive replaced
two and one half steam locomotives, as stated by Rakov (ll). I. S. Sal'nikov, in
his article on electrification of the USSR transport, claimed that one electric
locomotive does the work of three steam locomotives (12).
The plan for the electrification of rail lines in the USSR in 1932 - 1933 included
the following sections: Staliniri - Zestafoni (63 km.) with 20 passenger electric
locomotives (15 foreign-made); Akstafa - Navtlugi (88 km) with 9 freight and 5
passenger electric locomotives; Navtlugi - St1iniri (127 km) with 17 electric
freight locomotives; Zestafoni - Samtredia (61 km) with 9 electric freight loco-
motives; and the Borzhomi brsnch (33 km) (13).
In 1936 the 70 km line extending from Mineral'nyye Vody to Kislovodsk (of the North
Caucasian system) was put in operation. Electrification of this line was started
in 1931 (11.). According to Golovanov, this line with the Beshtau - Zheleznovodsk
branch, were electrified by 191 (15).
(with Khashuri - Borzhomi branch) line (17).
By 1941, as told by Golovanov, the Baku - Buzovn, nd the Sabuchi - Surakhany
lines were already electrified (16) as well as the Tbilisi - Ihashuri - Samtredia
After World War II the electric rail line from 3urakhany to Kala was built (18).
As reported in "Chelyabinskiy Rabochiy" 21i. September 196, electrification of the
Rioni - Tkvibuli line in the Gruzinskaya SSR was nearly completed at that time;
the line from Tbilisi to Baku (60 km) was being electrified (19).
In October 1911.8 electrification of the r-eninA n - Sanain rail line was in full
progress. (20) . And in 19)4.9 the Kala - Mard .kyany - Buzovny electrified line wP,a
under construction; the closed ring of this line comprised 75 kin (21).
According to "Cheiyabinskiy Rabochiy", about 600 km of lines were to be eleet.ri-
fied in Transcaucasus by 1950 (22).
In fact, by 1950 the length of electrified lines on the Transcaucasian syst?a was
26 per cent of the total length of rail lines of the system. The locomotive park
was increased by electric locomotives and I4 h-powered steam locomotives (23).
Electrification of the Transcaucasian system, where curves and steep grades are
frequent; increased the traffic capacity 300 per cent (21k.).
In 1953 electrification of the Kala - Artem line was completed and on 6 I+~ay 1953
the first train arrived from Baku at the new railroad station in Artem (25). This
30 km line connects Baku with the Artem Peninsula. Formerly an island, Artem was
connected before the war by a causeway with Baku and became a large industrial
district. It is a new station on the Baku - Sabunchi electric railroad. The
train passes the stations: Fioletov, Montin, Kushly, Stepan Razin, Surakhany,
Yeni-Sarakheny, Biny and Kala. At the Kale station the track runs straight to the
easLs to the sea and to Arta island. Previously, it turned north at Kala, to the
MardyakbanT suer resort (26). Station buildingswere built at xala II, Uyubendy,
Z*ary$ and ArtezrL Island, and an embarking platform at Damba (Dyke) I (27). den
pairs of trains carrying 3,000 -+,OOO passengers were commuting daily to Artem
Island (28).
MOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
UNCLASSIFIED
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CLASSIFIED
(CLASSI Fl CATION)
AIR INTELLIGENCE INFORMATION REPORT
REPORT NO.
 Sanitized Copy Approved for Release 2011/03/15 : CIA-RDP81-01043R000800060004-9
AF FORM 112--PART U
APPROVED I JUNE 1948
FROM (Agency)
REPORT NO.
AFOIN-j.u
1! 1338 - 57
PAGE
51
163 PAGES
By July 1954 electrification of the Sukhumi - Tskhakaya section was nearing com-
pletion (29).
In honor of the Soviet Railroad Workers Holiday (in 1954) operations were started
on the newly electrified Samtredia - Battuni line (30), and later the same year on
the Tskhaltubo - Brotseula line (31).
In July 1954 almost one half of all rail lines of the Transcaucasian system was
electrified (32).
As reported in August 19511., the section extending to Tkvibuli was electrified and
electric locomotives began operating efficiently and without delays. Until then
steam locomotives were in service there for shipment of coal, pulling trains of
not more than 10 cars. There are several mines in Tkribu1i, each at a distance of
3 - !+ km from the station (33). The dispatch of empties to the approach lines and
the general performance of the station workers was very efficient. Most of the
coal is shipped to the central concentration plant, with the remainder going to
the industrial districts of the republic (34).
In September 1954 the Samtredia - Kutaisi branch line (39 irn) was electrified and
the first train arrived at xutaisi Automobile Plant on September 26. Electric
trains began transporting workers of the plant to Samtredia, Tskhaltubo and Kut
rayons, making three trips daily with 12 stops each trip . aisi
building was built at Kutaisi (36). (35,) large station
In 1954 electric locomotives operated on all sections of the Apsheron peninsula
(37), and further development of electric traction on lines of the Transcaucasian
system was continuously under way (38).
As stated in the Gruzinskaya SSR book, published in 1956 by the Academy
in the USSR the major y of Science
part of the Transcaucasian trunk line was electrified within
the borders of the Gruzinskaya SSR on the Tbilisi - Sukhumi and Batutil - Samtredia
lines (39).
By the bei,nning of 1956 there were about 1,000 kilometers of electrified lines on
the Transcaucasian system (1i.0). As told by D. Mamatsashvili, chief of the system
about 50 per cent of all main and branch lines were c banged. trac-
tion b 6 hanged over to electric trac-
t' July 195 ( 41). Electrified rail lines to be put in service in 1956 in-
elude the Tskhakaya - Sochi line (1.2). The 817 km of rail lines to be electrified
in 1956 includes about 139 km of Sochi - Sukhumi, line of the Transcaucasian s stem
(1+3). y
In 1956 t1.e Ministry of Electric Power Station of the USSR will begin electrifica-
tion of the Yerevan - Sevan section (1+1+). During the forthcoming tears the elec-
trification of the Likhaya - Rostov - Bataysk (North-Eaucasian system) rail linewill take place. Its purpose will be not only to increase the capacity of the
lines, but also to provide testing trackage for the electric locomotives produced
by the Novocherkassk plant. Now electric locomotives are sent thousand kilometers
away and are tested on the rail lines of the Urals and Siberia (45).
In 1956 (reported in July 22, 1956) construction-installation work on the electrifi-
cation of the Khurdala _ Sumgait rail section has recommenced. In 1957, the elec-
trification of the~Alabash -'
1.y Kushchi rail section will be completed. In the
future, electrification work will be continued on the Kirovabad - Akstafa,
Kirovabad Jhry rail sections (46).
NOTE: THIS DOCUMENT CONTAINS IN - RMAT(ON AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-.
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
*1
(CLASSIF
16--&5670-I * N. S. GOVERNMENT PRINTING OIRIC[
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U$LAssiFssI? ~
(CLASSIFICATION)
AIR INTELLIGENCE INFORMATION REPORT
 Sanitized Copy Approved for Release 2011/03/15 : CIA-RDP81-01043R000800060004-9
AF FORM 112--PART II
APPROVED 1 JUNE 1948
FROM (Agency) REPORT NO.
AIR INTELLIGENCE INFORMATION REPORT
AFOIH-lAl
SSIFIED
(CLASSIFICATION)
IR - 1338 - 57
PAGE 52 OF
163
It is expected that by the end of the Sixth Five--Year Plan in 1960, the length
of electrified lines will amount to 60 - 65% of the total length of rail lines
of the system (1.7).
PAGES
In connection with further promotion of electric traction on lines of the Trans-
caucasian system the construction of the Shaorskaya GES (Shaori Hydroelectric
Power Plant) plays an important part. According to "Zarya Vostoka" several years
ago the US Ministry of Transportation started building theShaori GES in the
ther small Shaori Ravine in the Nakeral'skiy Mountain Range to supply power to
eJ_ect,rified sections of the Transcaucasian system (1+8), A dam was built across
the ravine to store water from subtropical storms, melted snow and mountain
stream in the enormous Shaori reservoir. ;hie to the exceptionally high pressure
heao.)the precast reinforced-concrete powerhouse and its machinery were relatively
small. In April 1955 the first generator was already supplying industrial power
(L9) and current for the electrified sections of the Transcaucasian system (50).
B. Current Electrification Projects:
1. Belorechenskaya - Te - Sochi - Adler - Sukhumi
Line,
The Sixth Five-Year Plan provided for the electrification of the Belorechenskaya -
SOChL - Sukhumi line (51) and plans were made to run electric trains on the entire
Moskva - Sochi line, which would cover the distance in half the time (52).
it is expected that electrification of the Belorechenskaya - Sochi - Sukhumi line
will improve operations (53) as the through-put capacity will be boosted and the
weight and speed of trains increased (5)4.). An automatic block system and central-
ized traffic control will permit free passage of all freight traffic to the Black
Spa coast (55)?
Electrification work on the Belorechenskaya - Sochi - Sukhumi line was started in
1955 (56). The volume of earth work vas considerable, but the number of installed
structures was quite insignificant (57). In fact the rate of work was so slow
that in March 1956 there were hardly any workers on the construction sites (5).
Evidently planning was faulty and inefficient. For example, plans for the con-
struction of a power substation at Goytkh was changed five times and as late as
March 1956, no decision had been reached concerning relocation of the petroleum
pipe line located at the site of the proposed substation (59). Similar problems
were quite numerous. Furthermore, serious errors in the plans resulted in many
recisions and reconstructions and changes at additional cost of many thousands of
rubl :as (60).
As rep,ord in March 1956, some work was under way on the Belorechenskaya - Tuapse
stretch, but none on the Tuapse - Sochi section. No plans were made for that
section either. However, both stretches were due to be put in operation at the
same time (61). Lack of machinery, such as concrete mixers, and cranes, was re-
ported (62). Electrification work was assigned to the "Sevkavtransstroy" Trust
and omplaint were made that administrators of the trust failed to give their full
attention to the task (63).
The situation improved in June 1956. Electrification was in progress on the
Sukhtu:Ii - Gudauty section; foundations for the towers carrying the overhead lines
were ring laid on the Sukhumi - Adler section (62+). It was planned that the ex-
pe 'vial run of an electric train should take place on July 22, 1956 (65). In
the meanwhile, electrification work on the next section, from Gudauty to Gantiadi
(60 kmn) was continued; metal supports for the catenary system were erected and the
wire strung (66).
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
31 AND 32, AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART. 2Y OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
(CLASSIFICATION)
18 M570-1 7d V. P.:OY[RRNLNT PRINTING ORIC[
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 Sanitized Copy Approved for Release 201 1/03/1 5 : CIA-RDP81 -01 043R000800060004-9
AF FORM 112-PAR H
APROUED i JUNE 1948
? ^^~
Y ry~?
F? Ca 1 -40ency) 'e a
AFOIN-JA1
INFORMATION REPORT
REPORT NO.
:aR - 1338 - 57
PAGE
53 OF 163
PAGES
According to Guk, ;:. Au est. 1956, the electrification of Sukhumi - Sochi line
was in full s ng, 0~ iY: ;yuetior.. workers gave mastered various methods of laying
foundations, erecting ,wars aid suspending the wire of the catenary system without
interruptions in traf'ic. However, the rate of erecting substations was very in-
adequate. With the exception of a few sections, electrification of the main route
was far behind the assigned schedules (67).
It has been planned that the Soc- Adler section be put in operation at tz_ ',e-
ginning of 1957. iwever; it was reported that the rate of work was zb to slow.
Although the installation of the catenary system was to be completed in.
October 1956, in August 1956 the catenary system supports were not yet erected and
the la; ng of foundations :or he towers was not completed (68).
As; reported in August i95, construction of the electric iocoi otive enginehouse at
Adler stopped due to lack of ~x:4struct~.on i terials* ( 69 . 'The building ro trac
tion substation at Adler was riot completed. and. the insta:'..ation of equipment was
proceeding in he unfinished building ( 70) ? The gener L planning Of tb. ~ substation
was faulty as it was located un.9.er this hi -voltag - electric line. T , line had,
to be removed (71).
In September 1956 the electrification oi. the Tt~sp.e - B1orechenskaya line was in
progress. According to the plan, the el,ect.s :'i..tion c14.7 km line was to
be completed in 1956. Over 2,000 reinforced co::!:?.t::t-: is for the ,nary
system must be installed on the line (72) . riovf v,r , to .rrc. rays,; ?~' ctrifica-
tion was hampered by the traffic and the ac~ini N?a c ~~: >, o :' ;:ae Tu; division made
no arrangements to assist in the matter (73).
Workers of "Sevkavtransstroy" Trust were engaged in the w,l ec : r:t f cs.tikan w on the
Tuapse - Kurinskiy section ( 71) . They pledged to complete t,+:. t;:-iom at
Tuapse and Kurinskiy for the installation of the equipment a mont~ a:d .. tialf ahead
of time, but were not supported in their efforts ay the administrators o:' the Trust.
They lacked equipment and thus, for example, the construction of the traction sub-
station at Goytkh was delayed again (75)t There was, as before, lack of concrete
mixers, tower cranes, trucks and so on. In many instances at Tuapsemnpower was
used instead of machines: Moreover, the existing equpment is frequently in
disrepair (76).
Three construction trains were used for the electrification w,1rk on the
BelorechenEk ya - Kurinskiy section in the beginning of September 1956. However,
in the middle of the month this number was reduced to only one (77).
2. Zestafoni - Chiatura Line
Construction of the wide-gauge electrified line from Zestafoni* to Chiaturl (branch-
ing off at Sni) was started, as reported in August 1956 (78). This line is
36 km long and runs along the existing narrow-gauge line, now in operation on steam
(79). The plan was to put the new line in operation in 1956 (80).
This line, which connects Chiaturi with the main line of the Transcaucasian system
is of great importance for shipments of manganese ore to the metallurgical plants
of the country and the Poti Port (81).
* See illustrations on Pig. 15 and. 16.
*-* Notes The electric locomotive enginehouse has been under construction in Zestafoni
1-..< ~1~~ ~ n d.l. C esww.~w Ti. .,~. 'L ~.t._ ~ t--- ~ i z- -- N.. , . .,
-
n
(
v`'a"`asy?'n lraus-
port Con;s~fi~.~n~ Trust (I~vesti~l,, 2b Dec 5b; p. l~~."'v'' +`
'`
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT. 50 U. S, C.-
31 AND32. AS AMENDED. ITS TRANSMISSION OR THE REVELATR)F'; OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW,
IT MAY NOT BE REPRODUCED EN WHOLE OR IN PART. BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
U4TE I IGFNCE. USAF
.
UNCLASSIFIED
(CLASSIFICATION)
16---b5570-l U. S. 60Yf[NM[NT -RiYTIMG 0I-IC[
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 Sanitized Copy Approved for Release 2011/03/15 : CIA-RDP81-01043R000800060004-9
AF FORM 112-PART II
APPROVED I JUNE 1948
FROM (Agency)
APOIN-1A1
REPORT NO.
i
11338"57 PAGE
5L of
?63
PAGES
By August 1956, the fifth construction section of the "Zaktransstroy" Trust com-
pleted most of the work on the 17-th km of the Zestafoni - Beglevi section, and
service trains already started operating there (82). On some sites construction
crews were erecting towers and suspending the catenary wire (83). Workers of the
fifth construction section of the "Zaktransstroy" Trust were giving excellent
performance ( 8+) .
As reported in ;,mler 1956, the new 36-km line has 22 tunnels with a total
length of approx?rtai..:~ly 4 km., and 19 large and over 200 small bridges (85). A
total of 2,500,000 c.>. m of earth was used for the roadbeds and over 75.000 cu in for
the retaining waUr> (86) . A great number of special structures were built for
rain-water control (37). In order to secure uninterrupted traffic on the existing
narrow-g" ge line, many cable-ways and suspension bridges were thrown across the
Kvirila river for the transportation of construction materials (88).
On 10 September 1956 the first trains with a few cars loaded with timber and other
equipment made the first trip on the newly built wide-gauge line (89). It is ex-
pected that this line will be switched to electric traction in the beginning of
1957. In September 1956 electrical worker i,yere installing supports for the
catenary system and an electric traction substation was made ready for operation
(9v)?
3. Ochemchiri - Kvezani Branch Lire
The 26 In branch line from Ochemch.ri to Kvezani was electrified and put in oper-
ation in August 1956 (91). All electrification work was completed on the 10-th
of August, and the first train pulled by an electric locomotive departed from
Ochemehiri station on August 12, 1956 (92).
This branch line will handle coal shipments from Kvezani to industrial centers of
the republic (93)?
C. Operations of Tbilisi and ?,shun Electric Locomotive Enginehouse;
1. Tbilisi Electric Locomotive Enginehouse
The Tbilisi Electric Locomotive Enginehouse is the +.argest of its kind (94) and
the basic repair base for electric locornctivs of the entire Transcaucasian system
(95)? The enginehouse is well equipped with modern facilities and has skilled
workers. However, the repair of roller bearings was inadequate. The roller bear-
ing shop not only lacked some necessary measuring instruments, but the workers
handling this type of repair, were not adequately trained for that particular task
(96). The methods used by the repairmen were very primitive and inadequate. A
number of repairmen was sent to Moskva for special training in roller bearing re-
pair work. Instead they were given a cctrse in the repair of roller bearing boxes.
The Main Administration of Locomotive Service is blamed for the neglectful attitude
toward electric traction (97).
The locomotive enginemen of Tbilisi proved to be quite efficient in running heavy
trains (98). Thus, in two months of 1951 they ran more than 160 heavy trains. In
one night, the enginemen ran 9 trains with freight above the norm and transported
2,000 tons of consumer goods (99). In three months of 1951 the enginemen ran 298
heavy trains with over 150,000 tons of above-the norm weight. About 70 regular
trains would have been needed to transport this excess freight (100).
NOTE: THIS DOCUMENT CONTAINS 1 NFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.--
31 AND 32, AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
(CLASSIFICATION)
16--M570.-1 > V. 6. i6Y[RNN[N7 -IIRyING Orcr
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_
(CLASSIFICATION)
AIR INTELLIGENCE INFORMATION REPORT
I
 1
AF FORM 112--PART II
APPROVED I JUNE 1949
FROM (ApencY)
AFOIN -1A1
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LASSFLE1
(CLAss!F1cAT1oN)
AIR INTELI..!GENCE INFORMATION REPORT
REPORT NO.
I
IR - 1338 - 57
PAGE
55
163
PAGES
In April 1951+ the electric locomotive enginemen pledged to increase labor produc-
tivity by 5 per cent over te 1954 plan; to exceed the norm for the average daily
locomotive r- by 8 kilometers; to exceed train speed by 1.5 kilometers; to save
2.5 per cent of electric power; to run about 2,500 heavy trains in 1954; to have
75 per cent of the locomotive crews operating ae'or~t 1 traffic ehedules;
to increase electric locomotive runs without repair to 20,000 km and of motor-car
units up to 30,000 km; to complete the annual plans for lifting and periodical
repairs of electric locomotives and motor-car units ahead of schedule (101).
In April 1954, the electric locomotive enginemen of Tbilisi enginehouse exceeded
the norm for the average daily locomotive run by 6.2 km and the assigi nient for
actual speed by 1.9 km. They ran 184 heavy trains and transported 87,000 tons of
excess freight. Some enginemen ran trains with 555 - 566 tons of excess freight
(102). In a few days of May 1954 the enginemen transported 3,238 tons of excess
freight (103).
In January 1955 the Tbilisi enginemen ran 211.3 excess-weight trains, in March - 41+3,
and in April - !+48. Although excess-weight trains usually exceed the norm by an
average of 300 tons, one train with 1,237 tons above the norm was run on the Tbilisi
Khashuri, demonstrating the unused potentialities (10?.).
In 6 months of 1955 (January - June) the Tbilisi engiehouse exceeded the average
daily quota for electric locomotive runs by 118%, the actual speed quota by 110%,
econom .z,ed electric power and ran a total of 2,157 e4 less-freight trains. About
236 regular-weight trains (of 2,300 tons in weight) fu1d have been needed to carry
that freight (105).
During 1955 electric locomotive enginemen ran a total of 4,479 heavy trains which
transported 1,000,000 tons of freight above the norm.;'. This was 150% more than in
1954 (106). Some enginemen ran trains with 6,600 and 7,200 tons of freight (107).
The Tbilisi electric locomotive enginehouse is considered to be the most progressive
enterprise in the field of speedy repairs of electri4^ locomotives (108).
2. K halhuri Electric Locomotive Erjginehouse.
Since the time when some 20 years ago the Khashuri - Zestafoni line was electrified,
and the electric traction was used for hauling freight trains, the weight of trains
operated by the enginemen of Khashuri Electric Locomotive Enginehouse has been
doubled. The number of heavy trains has been also boosted (109). Thus, a train
weighing 1+,951+ tons, against a norm of only 2,300 tons, was ran by the crew of an
electric locomotive from Khashuri to Tbili si . ( 110) . On another section, from
Zestafoni to Khashuri, enginemen of Khashur Enginehouse ran a train weighing
2,1+20 tons against the norm of 1,600 tons, with a pusher locomotive over the Surami
Pass (111). An example of efficient performance was given by an enginemen who ran
heavy trains and in 7 1/2 months of 19511. transported 12,720 tons of freight above
the norm. Another enginemen transported 6,088 tons above the norm during the same
period. The Khashuri enginemen ran 980 heavy trains since January 1951+ (reported
in August 1951-) (112). In nine months of 19514. the Khashuri enginemen ran 653
excess-weight trains across the Surami Pass alone, carrying 15L+,000 tons of excess
freight (113).
COTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES. EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE. USAF.
iMCLkSSI FlED
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1G-5b37a1 * U. L GOVfRNN[Ni Il~NTfNC OI--~~
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AF FORM 112-PART II
APPROVED 1 JUNE 1948
LINGLASS1flF x.
(CLASSIFICATION)
AIR INTELLIGENCE INFORMATION REPORT
FROM (AencV)
REPORT NO.
IR-1338-57
CHAPTER VII.
PAGE
56 OF
A. Electrification of Sverdlovsk System Lines;
B. Operations of Electric Enginehouses of
Sverdlovsk System.
AFOIN-JA].
163 PAGES
A. Electrification of Sverdlovsk System Lines.
The plan for electrification of USSR rail lines in 1932 - 1933 included the elec-
trification of the 111.9 km Sverdlovsk - Nizhniy Tagil section (1), which is a part
of the main line routed from Sverdlovsk via Goroblagodatskaya, Kizel, Chusovskaya
to Perm', a total of 312 kilometers; the other main line runs from Sverdlovsk via
Nizhniy Tagil, Goroblagodatskaya, Verkhotur'ye, Nadezhdinsk, Krasnyy Zheleznyak
(where a 20 km line branches off to Bogoslovsk) and Pokrovsk. The same plan also
slated the electrification of an additional 54 km, section from Nizhniy Tagil to
Goroblago dat skaya (5ii- kilometers) and from Gorob?agodatskaya to Chusovskaya, a
total distance of 181 kilometers (2).
In 1933 the Kizel - Chusovskaya section (113 kilometers) was electrified and put in
operation (3). According to Rakov all steam locomotives of the "Eu" series on this
single-track mountainous section were replaced in 193i- by "SS" series electric lo-
comotives, and steam locomotives were only used for shunting operations on large
railroad stations ( ).
The electrification of the Goroblagodatskaya - Chusovskaya* line was started in
193!. (5) and according to one source was placed in operation in 1936 (6), but ac-
cording to Rosenfel' d - in 1937 (7)
In 1935 the Sverdlovsk - Goroblagodatskaya line was electrified and put in ope::..
ation (8). As stated by Golovanov, by 1911 the entire .Sverdlovsk - Goroblago&;t-
skaya - Chusovskaya line was electrified (9), for a total length of 500 kilometers
(10).
According to Obraztsov, the Fourth Five Year Plan stipulated the electrification of
the entire Chelyabinsk - Sverdlovsk - Goroblagodatskaya - Kizel (714.0 km) line by
the end of 1950 (11) .
During World War II the Perm' - Chusovskaya line was electrified (12). By the
beginning of 1956 the Sverdlovsk system had a total of more than 1,000 km of elec-
trified lines (13).
The Sixth Five-Year Plan called also for the construction of a new 320 km line
from Sinarskaya (Sverdlovsk system) to Krasnoufimsk (Kazan' system) (14), in order
to relieve heavy traffic of the existing east - west connections of this area.
This line is scheduled for subsequent electrification (15).
* Illustration on Fig. 17 shows location near Chusovskaya Electric Locomotive
Enginehouse.
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
31 AND 32, AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY UAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF. , CLA S1 FlEA
(CLASSIFICATION)
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AF FORM 112--PART II
APPROVED 1 JUNE 1948
FROM (ApencV)
AFOIN-]A1
VIWLASS! lIEU
(CLASSIFICATION)
AIR INTELLIGENCE INFORMATION REPORT
REPORT NO.
IR - 1338 - 57
PAGE
57
OF 163
PAGES
B. Operations of Electric Enginehouse of Sverdlovsk System.
Some i:formation was available on the operations of the Smychka Electric Locomotive
Enginehouse. Smychka station is located 3 kilometers from Nizhniy Tagil and 152
kilometers from Sverdl ~vsk. It was reported that the 1..~comotive enginemen ful-
filled their pledge ahead of time to run 2,000 heavy trains and transport 750,000
tons of additional freight above the norm in 1954 (17). One engir_eman of Smychka
enginehouse ran 137 heavy trains with 7,1$9 tons of additional freight (18).
Electric locomotive enginemen of the Perm' enginehouse service rail sections with
complex route profiles (19). Freight traffic is heavy and double-headed traction
is most commonly used. There is little single headed traction and it is used
mainly for point-to-point trains (20). According to the chief of electric loco-
motive enginehouse in Perm' double-headed traction results in waste of electric
power. For example, in 1954, the excess expenditures for electric power amounted
to 700,000 rubles above the allowed cost (21).
The electric locomotive enginemen of Nadezhdinsk station use a circular system of
electric locomotive runs, as the runs are much shorter than, for example, runs on
the Barabinsk - Tatarskaya section (22).
The basic freight flow handled by the electric locomotive enginemen of Nadezhdinsk
station consists mainly of point-to-point coal trains routed to the south (from
Bogoslovsk to Verkhotur'ye) and of empties in the opposite direction. Newly in-
troduced schedules reduced the time of train runs from Verkhotur'ye to Bogoslovsk
by 1.8 hours. About 10 trains pass the Nadezhdinsk classification without stops,
while 4 stop only 15-20 minutes each (23). The movement of such through trains
increased the speed by 110 km per day (24 hours), and permitted the release of two
electric locomotives (24).
As reported in Gudok, 12 February 1956, the electric locomotive enginemen of
Nadezhdinsk enginehouse completed the 1 1/2 month shipment quota on
10 February 1956, ()c: .-The. . shipment was completed 112 per cent, the average
daily locomotive run increased by 25.3 kilometers, and the actual speed (speed
excluding stops) by 3,6 kilometers per hour (26). In addition the enginemen trans-
ported in heavy trains 316000 tons - or 66,000 tons over and above the pledge (27).
In May 1956 a complaint was voiced in Gudok that although the Verkhotur'ye and
Bogoslovsk runs of the Nadezhdinsk division were electrified, the operation prac-
tices remained unchanged (28). Only recently a method was introduced whereby
empties picked up from Nizhniy Tagil division in Verkhotur'ye are run without re-
classification and check-up in Nadezhdinsk directly to Bogoslovsk, and return to
Nadezhdinsk loaded with Bogoslovsk coal. The average daily locomotive run was in-
creas4d by 78 kilometers and some days reaches 550 kilometers (29).
Another complaint was made by an enginemen of the Chusovskaya enginehouse who
spoke at a meeting held on 18 April 1956 at the Congress of Railroaders. He stated
that the 184 kilometer, Chusovskaya - Goroglabodatskaya run, is for no reasons at
all, divided into two sections and serviced by two enginehouses in Chusovskaya and
Kushva. Because of low voltage in the catenary system, two electric locomotives
are used to pull the train, and the speed does not exceed 34 kilometers per hour
(30). Although the railroaders of the enginehouses have asked for help from the
administrators of the Sverdlovsk system and of the Main Administration of the
Locomotive Service, there was no support from either of the mentioned organizations
(3').
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(CLASSIFICATlCJH)
IE?bbb7Q-1 * u? r? covnprtrt rrlrtiNC o-plcr
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AF FORM 112--PART II
APPROVED I JUNE 1948
FROM (Agency)
REPORT NO.
AFOIN-1Al
UNCLASSIFIED
(CLASSIFICATION)
AIR INTELLIGENCE INFORMATION REPORT
IR -1338 - 57
CHAPTER VIII
PAGE 58 OF
Electrification of the Moskva - Vladivostok Route:
163
PAGES
A. Introduction.
B. Electrification of Kuybyshev System Lines:
1. Electrification in the past`
2. Electrification in the Sixth Five-Year Plan period and progress achieved
so far.
C. Electrification of Ufa System Lines: Introduction.
1. Introduction
2. Deena - Kropachevo section;
3. Dema - Rayevka section;
L.. Rayevka - Pokhvistnevo section.
D. Electrification of South-Urals System Lines: General Information.
1. General Information;
2. Berdyaush - Bakal Branch Line;
3. Kurgan - Makushino section;
4. Magnitogorsk - Abdulino Lines
E. Electrification of Omsk System Lines:
1. General Information:
a. Reduced cost of operations;
b. Increase of through-put capacity;
C. Weight of trains;
d. Train speeds, runs, efficiency and other indices;
e. Plans for 1956 - 1960.
2. Dieselization of Makushino - Isil`Kul` section;
3. Electrification of Isil `Kul` -Omsk section;
11.. Electrification of Omsk - Tatarskaya section;
5. Electrificatlon. of Tatarskaya - Barabinsk _ Chulymskaya section;
a. Barabinsk Electric Locomotive Enginehouse;
6. Electrification of Omsk - Nazyvayevskaya section, the ?'Vagay route's;
7. Construction and electrification of new Barnaul - Omsk Trunk Line.
F. Electrification of Tomsk System Lines:
10 Electrification of Lines;
2. Operations;
3. Belovo Electric Locomotive Enginehouse;
14.. Inskaya Electric Locomotive En inehouse;
5. Novosibirsk Steam and Electric Locomotive Enginehouse.
G. Electrification of East-Siberian System Lines:
:: Irkutsk Sa yudyazika section;
s .. Ch.erc nkhovo - Irkutsk section.
in electrification of rail lines
in the USER, the most important task is to
i '
comm
an electrified line linking the Soviet capital with distant cities of the country s(1)
Mgt most arcbitious program, in its magnitude of volume and length included into the
Sim Five Year Plan is,., the electrification of the route from Moskva to Irkutsk,
via Kuyb ishev, Chelyabi ~. _.,.,, cnsk, Novosibirsk, comprising S, Ooo kilometers in
length(2). on this rc1 L,e, traffic moves with constant and equal, intensity r~. the
clock. The t_~ r_ Ah .. on the main line every 5 - 7 minutes. Pot,-
to pfl;
..nt trains
with Kuznets co J. zx' tel, timber and grain from Siberia are routed toward the
west. Trains ? 4ti ,I- chinery, equipment and various industrial products are
NOTE: THIS DOCUMENT CONTA;NS INFORM,+TIOIv A~ FEUG THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C._
31 AND 32, AS AMENDED. ITS TRANSMISSION OR THt REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED 3Y LAW
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF. jj CiA S S1 F1E
(CLASSIFICATION)
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A. Introduction
D
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REPORT NO.
IR - 1338_ - 57
PAGE
5
163
PAGES
transported eastward (3). It is expected that electric locomotives will, in the
near future, operate on the whole line and that passenger trains will take 1-i.8 hours
less for the total trip from Moskva to Irkutsk, and freight trains days less as .:c
compared to the present time (ii.).
The introduction of electric traction on Moskva - Kuybyshev - Chelyabinsk - Oxnsk -
Novosibirsk - Irkutsk route is expected to improve the operational performance and
utilization of the rolling stock of a number of railroads, such as Moskva - Ryazan!,
Kuybyshev, South-Urals, Omsk, Tomsk, Krasnoyarsk, East-Siberian. By the beginning
of 1956, on this route 1,1+3 kilometers were already electrified and construction-
-assembling work was started on length of 672 kilometers (5).
This total route is made up of a number of rail systems. Beginning in Moskva, going
in the eastward direction, the sequence of rail systems is as follows: Moskva -
Ryazan', Kuybyshev, Ufa, South - Urals, Omsk, Tomsk, Krasnoyarsk and East Siberian.
All available information on electrification of rail sections is given in that order.
However, the data concerning the electrification of sections on Moskva - Ryazan'
system near Moskva is discussed in the chapter on Moskva suburban rail lines.
B. Electrification of Kuybyshev System Lines:
1. Electrification in the past;
2. Electrification in the Sixth Five-Year Plan period
and progress achieved so far.
B. Electrification of Kuybyshev System Lines
The main line of this system extends for 6!+1+ kilometers via the following stations:
Kovylkino (Moskva-Ryazan' system) Ruzayevka - Inza - Batraki - SYZRAN' - KUyBYSHEV -
Bezymyanka Sr~yshlyayevka - Padovka - KINEL' - Krotovka - Pokhvistnevo.
1. Electrification in the past
AFOIN-lAl
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During World War II the electrification of Kuybyshev system was in progress. Rakov,
in his book on locomotives in the USSR, stated that the electrification of the
Kuybyshev - Bezymyanka section, some 11 kilometers took place in November 191i4.
The section was serviced by three-car electric trains of "Sd" series which were. built
in 1932 - 191#1 period by the Mytishchi Railroad Car Building Plant, in cooperation
with "Ib.namo" plant im. S. M. Kirov (6). Since then the Bezymyanka railroad station
has developed considerably: electric trains, as reported in 1951., were arriving
every 15 - 16 minutes( 7).
The following section to be electrified, extending from Bezymyenka to nysh1yayevka,
again about 11 kilometers, was electrified and put in operation on 18 May 1952 (8).
The overall Kuybyshev - Bezymyanka - Snnyshlyayevka suburban section was handling
about 60,000 to 70,000 passengers daily. At that time (195) expectations were
expressed that in the westward direction from Kuybyshev, electric traction will be
introduced in the next few years to Eyzran' and Batraki and in the eastward direction
to Kinel', the total length comprising to about 176 kilometers (9). Electric
traction was planned to be used here for both passenger and freight traffic.
Electric power being supplied by Kuybyshev Hydroelectric Power Plant (GES) (lo).
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
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INTELLIGENCE, LSAF.
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AF FORM 111-PART II
APPROVED 1 JUNE 1948
FROM (Apsncu)
AFOIN-1A1
LINCUS
(CLASSIFICATION)
AIR INTELLIGENCE INFORMATION REPORT
REPORT NO.
ZR-1338-51
PAGE
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163
PAGES
2. Electrification in the Sixth Five-Year Plan
period and progress achieved so far.
A. Okhremchik, chief of the Kuybyshev system declared that in accordance with the
Sixth Five Year Plan some 680 kilometers of rail lines on the Kuybyshev system wifl
be electrified (ll). This task is of great importance since this system is a part
of that trunk line and the acceleration of line capacity is of greatest significance
for freight shipanents of industrial and agricultural goods from Middle Volga area
and Bashkirskaya SSR (12).
A. Okhuemchik expressed the expectation that the electrification of the main route
will permit to increase the actual speed by 14 ; 15 kilometers, and the operational
speed by 16 18 kilometers. The weight of trains will be boosted by 1,000 - 1,200
tons, and the norms for train weight will be unified (13). At present the norms
for train weight were varying on different sections of the rail system, which is a
rather limiting factor. For example, a point-to-point train arriving from the
South-Eastern system (Kupyansk - Inskaya) needs additional loading of some 300 tons
in Penza; then, when the train arrives at Batreki, about 1,000 tons have to be taken
off in order to comply with the norm weight regulations (14).
It is expected that unification of weight of trains will ease freight handling
operations at most important rail junctions such as Penza, Batraki, Kinel' and
Ruzayevka. In total; the through-put capacity of the main route will be boosted
approximately 2-fold (15).
In connection with the progress in the electrification of Kuybyshev system, it was
reported in January 1956 that some work has been started on the electrification of
the overall Syzran' - Kinel' line (16). Planning and designing was under way for
Kinel' - Pokhvistnevo section (17).
However, faulty planning has been admitted. Thus, even an exaulpie was given. When
the plan was made for the development of Kuybyshev rail junction it lacked the design
for the construction of the pedestrian tunnel-type underpass. However, the electrifi-
cation work of Syzran' - Kinel' section can be started only when the construction
of that pedestrian underpass would be completed (18).
As reported in Gudok, 1 March 1956, very small amount of work has been done in the
electrification of Syzran' - Kiel' rail line (19). There was already danger that
the section will not be put in operation in due time. It has been also mentioned
that preparation work, planned to be completed in 1955, has not been carried out (20).
Moreover, the construction of the power transmission line has not been yet included
into the plan by the Ministry of Electric Power Plant Construction (21).
Almost simultaneously with the above information, the newspaper "Sovetskaya Litva"
reported that the work on electrification has already started (22). In connection
with switching of the Kinel' Steam Locomotive enginehouse to electric traction (23)
a power station and a plant producing reinforced concrete structures were being built
at Kinel' station (21+). The contact network towers to be used for the electrification
of Kinel' - nyshlyayevka section will be produced by a plant or reinforced concrete
structures which is being built now in Perevoloki, near Volga. The building of the
plant and the production of towers will have to be simultaneous (25)? This plant will
d
th
f
d
ti
uce
e
oun
pro
a
ons for the catenary system. At the Zhigu.evskoye More station
the production of metal posts for the stringing of the contact wire has began (26).
A complaint is voiced that the annual plan for electrification of Kine1' - Syzran'
section has been completed only 8 per cent by June 1956 (27), m July 1956 it was
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
31 AND 32, AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
SiRED
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 AF FORM 112---PART II
APPROVED 1 JUNE 1948
AFOIN-1A1
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NCLA asic;
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REPORT NO.
IR - 1338 - 57
PAGE
61
163
PAGES
reported that an Kuybyshev - Kinel' line the installation of towers of the contact
network was being carried out without interruptions in traffic (28). As late as
October 1956, it was reported that the electrification was in progress, but no
details were given (29).
C. Electrification of Ufa System Lines: Introduction.
1. Introduction;
2 Dema - Kropachevo section;
3. Dema - Rayevka section;
4. Rayevka - Pokhvistnevo section.
1. Introduction
The main line of this system, extending from Pokhvistnevo on the Kuybyshev system,
passes through Abdulino - Chishnny - DEMA - UFA to Kropachevo on the South Urals
system, a distance of 525 kilometers.
The Ufa system is the next link to Kuybyshev system in the eastward direction which
represents the part of the Trans-Siberian trux;k line. In its eastward direction it
borders with South Urals;system at Kropachevo station (30). The electrification of
the Ufa system has been provided for by the postwar Five Year Plan (31). As much
of it as has been accomplished will be described on the following pages, giving the
information mainly for the later years: 1954 - 1956. The electrification work was
carried out in small sections going from east to west.* However, in spite of the
rather slow rate of electrification in the past years and even during the current
year, manyrhandicaps and unjustified delays, the program of the Sixth Five-Year Plan
is rather ambitious. According to the plan the total main line of the Ufa system
is to be electrified during that period (32).
2. Electrification of Dema - Kropachevo section
(in eastward direction)
The year of 1955 was marked by the initiation of electric traction on the Dema -
Kropachevo Line (33). It took some four years to electrify this 170 kilometers
long section (34) and five years for construction of contact network and traction
substations (35). The progress of work on the electrification was reported as
follows:
In July 1954, the dateline provided by the Ministry of Transport set the goal of
completing the electrification of Desna - Kropachevo line by 1 October 1954, when
regular traffic was due to be initiated (36). The significance of this task was
stressed on many occasions, noting the importance of this line in connection with
the constantly increasing freight traffic from the railroads of the Urals and
Siberia (37).
However, in July 1954 it was reported that the work on electrification was very
inexpedient (38). In the months of April, May and June of that year, the rate of
progress was very slow (39). One of the basic reasons for this inefficiency was
the fact that the traffic on the system was heavy and. the construction trains had
no free passeggeon the line (40). Consequently, the railroad workers lost more than
li.OO working hours in two months ()i-1). Complaint was expressed that the chief of the
railroad extended poor cooperation, evidently not realizing all the significance of
electrification of the line in view of winter operations and success in freight
*Fi 1$ shows an electric train on Ufa system.
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31 AND 32, AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
UNCLASSIFIED
(CLASSI Fl CATION)
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AIR INTELLIGENCE INFORMATION REPORT
*See illustrations on Fig.
20.
**For illustration see Fig.
21.
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U. S. C.-
31 AND 32, AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW,
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE. USAF.
C
In J 1y 1954, a construction train, composed of a steam locomotive and two flat car,
w.Lth cranes, was laying foundations and erecting supports for the contact network
on the TjTj Telyak - Ka;zayak run of the section 44 .
( ) Howevex~, the rerort of the
Ministry of Transport on the progress, in electrification on the Deena - Kroo;achevo
line stated that the constructors heave engaged themselves 1x& work on the easier
parts of the line (45). More comllicated tasks, such as erection of the contact
network towers in the mountainous areas was not initiated. 01y 73 towers were
erected, instead of 470, on Vavilovo - Min'yar section,* emend the assignment set
for Min'yar - Simskaya stretch was so far completed only 12% (46). Orly light type
suspension towers were erected on Simskaya - Yeral stretch; construction of heavier
type, anchor towers, has not been started yet, and was constantly postponed (47?.
It was stated that a large volume of work has yet to be accomplished. Some 800 pits
have to be dug i:i the mountainous areas. About 200 towers have to be erected on the
Ufa - Chernikovka stretch. The work on the suspension of the contact network wire
could be started on the Deena - Ufa and Ulu Telyak -- Kazayak stretches, if some 6
more towers be erected without delay (42), Nevertheless, the supervisors of the
construction units delay the operations (49).
A complaint was expressed that in general better organization in work is badly needed.
That the construction projects require specialized and skilled workers which are
not available (50). In another case, it was admitted that this has become the
"bottleneck'' on the line (51).
Some two months later improvement was noted as stated in Gudok, 7 September 1954?
It was announced that a large amount of work was being carried out on Dema -
Kropachevo section. Towers for the contact network were erected on six stretches
of the main line (52).
For illustration see Fig. 19.
In October strong criticism was again expressed. The program of electrification was
reported to be extremely slow (53) in spite of the fact that a considerable amount
of money was allotted and all necessary material was provided for the task; electrifi?
cation of the Deena - Kropachevo line, development of stations and junctions, recon-
struction of the right-of-way, construction of platforms and yards progressed
inadequately (54). The plan for the reconstruction of the right-of-way was not
fulfilled. Only 25-30% of the total work on the construction of container platforms
have been completed at Salavat and Tuymaza stations. For no reason at all, the
building of such platforms was discontinued in the summer at Deena station. The
building of storages at Naryshevo, Karlaman and Urman, stations was badly delayed (55)?
Early in December 1954 however, hope was expressed that the time was nearing when
the Dema - Kropachevo section would be put in operation (56). The railroaders of
DeL: