OPERATIONS OF SOVIET RAILWAY EQUIPMENT PLANTS, 1951 - 1952

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000700130569-5
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 30
• Document Creation Date: December 22, 2016
• Document Release Date: September 23, 2011
• Sequence Number: 569
• Publication Date: September 30, 1953
• Content Type: REPORT

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CENTRAL INTELSLI AGENCY ION
INFORMATION FROM
FOREIGN DOCUMENTS OR RADIO BROADCASTS
COUNTRY uss j
SUBJECT Economic - Railroad equipment
HOW
PUBLISHED Daily newspapers, monthly periodical
WHERE
PUBLISHED USSR
DATE
PUBLISHED 7 Feb 1951 - 13 Jan 1953
LANGUAGE Russian
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REPORT
CD NO.
DATE OF
SUPPLEMENT TO
REPORT NO.
ujmnary: This report presents information, from Soviet newspa-
pers and a I,eziodlcal, on the achievements and shortcomings of 118
Soviet railway equipment producing and repairing plants during 1951
and 1952.
The report is divided into four parts. Part I includes data on
30 locomotive plants; part II, 9 locomotive and car plants; part III,
42 car plants; and part IV, 11 railroad and transport machine buill:-
ing plants and 26 other railway equipment plants. These 26 plants
include foundry-machine shops, brake plants, switch plants, spare
parts plants, and railway electrical equipment plants.
Numbers in parentheses refer to appended sources
1. LOCOMOTIVE PLANTS
Alatyr' Locomotive Repair Plant
The Alatyr' Locomotive Repair Plant fulfilled its 1951 locomotive repair
quota (1), and its quota for the first 10 months of 1952.(2)
In 1952, the Rryansk Plant built five tank cars of 50-cubic-meter capacity
for hauling petroleum products. The cars were tested at the plant before they
were put into series production.(3)
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Chkalov Locomotive Repair Plant
This plant also serves as the railroad station for Orenburg.(4)
Early in 1952, a group of workers from the plant was selected by the Main
Administration of Locomotive Repair Plants of the Ministry of Railways USSR to
study production methods at the Kolomna Locomotive Building Plant (5)
Locomotives repaired by the Chkalov plant break down frequently and have
to be returned to the plant for additional repairs and completion of unfinished
work. (6)
In 1952, the plant failed to meet increased production schedules (8), and
did not fulfill its quotas for the first 10 months of the year,(2)
Dnepropetrovsk Locomotive Repair Plant
The Dnepropetrovsk plant fulfilled its 1951 locomotive repair quota (1),
but lagged in 1952 and did not fulfill its quota for the first 8 months of that
year -(9)
A locomotive delivered by the plant in -January 1952 as completely repaired
had to be sent back a month later for further repairs and completion of unfin-
ished work.(10) In 195?, the plant became irregular in its operations, mainly
because of violaticns of technology and a deterioration of labor discipline.(11)
Gayvoron Locomotive-Repair Plant
This plant fulfilled its 1951 locomotive repair quota (1), and its quota
for the first 10 months of 1952.)2)
Izy= Locomotive Repair Plant
Early in 1952, a group _rom the Izyum plant was selected by the Main Admin-
istration of Locomotive Repair Flants to study production methods at the Voro-
shilovgrad Locomoriv: Building Plant (5)
In 1952, the plant fulfilled both its first-quarter quota (12) and its 6-
month quota.(13) Because of the constant failure of the railroads to send loco-
motives in for repair on schedule, the plant was often forced to disrupt its
work programs.(14)
Kaliningrad Locomotive Repair lent
This plant repairs locomc,tives for the Belorussian Railr.:ad System.(15)
It fulfilled its 1951 locomotive repair quota only 51 4 percent, which caused
the Main Administration of Locomotive Repair Plants to make an investigation to
ascertain the causes of the plant's poor performance (7)
However, the plant also lagged in 1952 and did not fulfill its 10-month
quota for that year 12)
Khar'kov Locomotive Re it Plant
In 1952, the Kharkov plant mechanized its more difficult operations (9),
and fulfilled its quota for the first 6 months (13) In many of the plant's
shops, production was helped by assigning daily quotas for each worker. Through
the efforts of the plant's party committee, schedules were posted in the plant
showing the performance of each shift.(16)
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Kolomna Locomotive Building Plant
The Kolomna plant builds the Series L locomotive.(17)
Early in 1952, a group of workers from the Chkalov, Michurinsk, Poltava,
and Rostov locomotive repair plants visited this plant to make a study of the
Series L locomotive and the plant's production methods (5)
Lvov Locomotive Repair Plant
In 1951, this plant changed 25 machines in its machine shop to high-speed
methods, but in 1952 the number of high-speed machines in operation was reduced
to one fifth..(8)
The plant fulfilled its quota for the firms; 10 months of 1952, (2), al-
though locomotives released early in the year as completely repaired were found
to have numerous defects and had to be returned for adottional repairs.(7)
Michurinsk Locomotive Repair Plant
The Michurinsk plant has had difficulty in obtaining mstcrlals During
part of 1951, it was practically without cast iron (18)
In 1952, the plant's production schedule was often disrupted because of
the lack of necessary parts for locomotives The plant would receive basic ma-
terials in the middle or latter part of the month t19) In October 1952, it
failed to receive electrodes and structural steel for 3 weeks (20)
Despite these difficulties, the plant was working stably in 1952. Abcut
70 percent of its working force were engaged in competition to fulfill around-
the-clock operations The plant mastered the repair of cast-iron cylinders.
It used a transportable vertical high-speed milling machine to machine slide
valve liners, a method which reduced machining time 5 percent. A total of 906
Stakhanovites were machining more than ?50 items on lathes stepped up to higher
-,needs, (19)
In 1952, the plant received the Red Banner of the VTsSPS (All-Union Central
Council of Trade Unions) and the Ministry of Railways USSR for fulfilling its
9-month plan 102.5 percent for i..comoti.ve repairs, 111 8 percent for gross out-
put, and 112.6 percent for commodity production During the 9dnonth period, the
plant showed a profit of 2 million rubles (21)
It also fulfilled its 11-month quota in 1952 by 101 2 percent, for locomotive
repairs and 111.2 percent for gross output However, the plant suffered losses
_n its foundry. Lo:,ses due to rejected rest tags were enormous, mainly because
permanent molds were not used as such 120)
Early in 1952, a group of workers from the plant was selected by the Main
Administration of Locomotive. Repair Plants to study production methods at the
Kolomna Locomotive Building Plant. .)5)
Molotov Locomotive Repair Plant
Mainly because of the haphazard work performed by the plant, many of the
locomotives repaired by this plant In 1951 were found t.c have an average of 50
instances of unfinished work,(22)
In 1952, the plant lagged in quota fulfillment both in the first quarter (23)
and in the second quarter,(13)
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^
Murom Locomotive Building Plant imeni Dzerzhinskiy
In 1951, the Murom plant was directed by the Ministry of Transport Machine
Building USSR, to which it is subordinate, to start production of diesel-elec-
tric shunting locomotives for electrified railroads and industrial sidings. By
the end of 1951, the plant built its first diesel-electric shunting locomotive
which successfully completed tests over the electrified lines.
The plant has started producing these locomotives and they are used success-
fully at many new construction sites, on electrified lines, and on various plant
railroads (16)
Novocherkassk Electric Locomotive Plant imeniBudennv
The Novocherkassk plant is subordinate to the Ministry of Electrical Equip-
ment Industry USSR. It has been failing to fulfill its production program for
several years. Early in 1952, it was behind in the production of a large number
of electric locomotives, both road and industrial types Its shops revealed
many defects, Mechanization o' heavy work was very poor A.though the plant
lacked machine tools, a considerable number of the available machine tools were
not used.
Its cast iron faun4ry was constantly behind schedule, and its steel foundry
was also falling behind.( 24)
Novosibirsk Locomotive Repair Plant
Some locomotives repaired by this plant in the latter part of 1951 could
not be put into service without additional repairs (6) In 1952, it failed to
meet its 11-mouth quota.(25)
Poltava Locomotive Repair Plant tneni A. A. Zhdanov
Early in 1952, a group of workmen from the Poltava plant was selected by
the Main Administration of Locomotive Repair Plants to study production methods
at the Kolomna Locomotive Building Plant (5)
The plant operated on a profitable basis in 1952 It exceeded its 6-month
quota.(13) It fulfilled its 7-month quota for gross output by 106.8 percent,
exceeded its 7-month quota for repairing locomotives, and improved its quality
of production during this period.(26) By 0.:tober 191,2, the plant had increased
labor productivity 18 percent and gross output 19.3 percent over 1951, and had
cut production costs 11.6 percent below 1951 It was exceeding its quotas for
all items.(28) The plant fulfilled its 10-month quota ahead of schedule, by
20 October 1952.(27) It fulfilled its 11-month quota 1079 percent for gross
output and 101.3 percent for locomotive repairs (28) In the fourth quarter 1952,
it held first place among Soviet locomotive repair plants-(29)
However, up to June 1952, the plant lagged in its quota for producing parts
from cast iron (8) and, up to September 1952, lagged in its quota for shipping
scrap.(30)
The plant is a modern, advanced enterprise Tt has a sufficient number of
experienced workers, engineers, and technicians (28)
Rods are spliced. and then electrically welded at the plant. Journal braces,
suspensions, and other parts are also electrically welded. Tools are heat-treated
by high-frequency current, and injectors are cast in permanent molds.(26) In 1952,
losses due to rejects in the plant's foundry were cut below the 1940 level by
38 percent for cast iron and 9.8 percent foe brass:
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s
In 1951, the plant was producing only seven locomotive cylinders a month.
In January 1953, it was producing 20-25 cylinders a month. It pledged to pro-
duce 40 cylinders a month in 1953 and to fulfill the Fifth Five-Year Plan in
4 years.. It also pledged to increase its desit+ned capacity 10 percent in
1953.(29)
This plant has a foundry for casting iron and light metal parts, and a
machine shop.(31)
The plant operated stably in 1952 It fulfilled its `: -r,r,th quota (32),
and exceeded its 6-month quota; during the latter period it exceeded i.ts quota
for gross output by 8.9 percent, and its quota for commodity production by
The Rostov plant repairs the Series L locomotive built by the Kolomna Loco-
motive Building Plant The repair of this locomotive was something new for the
plant, and it vas lagging in its repair program e. the end of 1951
In the latter part of 1951, it sought the aid of rnlomna workmen to help
it master the repair of these locomotives, and dispatched a crew of its workers
to the Kolomna plant to learn about them (17)
Although the plant is equipped with modern equipment, having made consider-
able improvements such as the installatioc: of many new motors, cranes, etc.,
during the postwar period, it has been operating inefficiently. At the beginning
of 1952, it had not been completing its quotas for some time, mainly because of
its inability to organize its work and utilize tie equipment.,' Some of its shops
were forced to reduce production because oi' the lack of cast iron,'forgings, fur-
nace parts, tools, and other materials.(33)
It did not fulfill its locomotive repair quota for 1951 (1), nor did it
fulfill its quotas during the first 7 months of 1952 In the 7-month period, it
was behind in delivery of 25 locomotives. As a result of enourmous waste, re-
pair coats were enormous, Considerable red tape was involved in its operations.
Both technological (34) and labor discipline were violated (8), and Staktanovite
methods were given slight encouragement
The bearings on locomotives repaired by the plant in the middle of 1952 over-
heated and melted.(34)
Shevchenko Locomotive Repair Plant
The Shevchenko plant is also called the Taras Shevchenko Plant.(30) During
the first 9 months of 1951, it repaired ten locomotives for the Southwestern
Railroad System, but the quality of repairs was very poor. In one instance, a
locomotive engineer came to the plant for his locomotive, noted the numerous
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cases of unfinished work, and demanded that they be rectified. However, the
plant refused him further admittance. Subsequently, a special commission ap-
pointed by the Ministry of Railways USSR found 44 defects on the locomotiae.(6)1
In 1952, the plant fulfilled its first-quarter quota (23), exceeded its 6-
month quota (13), and fulfilled its 10-month quota. (2) However, 50 percent of
the locomotives repaired by the plant had to be held over because of unfinished
work. (35)
Stanislav Locomotive Repair Plant
This plant failed to fulfill its locomotive repair quotas both for 1951 (1)
and for the first 6 months of 1952 (13)
Sverdlovsk Locomotive Repair Plant
This plant wes not supplied with necessary r teria1s in 1951 by the Depart-
ment of Supply of the Main Administration of Lo::onot'_ve Repair Plants..(18)
Yellin Locomotive Repair Plant
The Tallin plant failed to fulfill its repair quote. f - .tie first 6 months
of 1952.(13)
Tikhoretsk Locomotive Repair Plant
To save metal, this plant in 1952 reconditioned worn-out and broken-down
locomotive tarts (36)
In 1952, it did not fulfill its quota for snipping scrap up to September (30),
nor Its 10-month locomotive repair quotn,!?)
Ufa Locomotive Repair Plant
In the latter part of 1911, the '!fa plan' lacked cast iron,(18)
In early 1952, a group of woriacen from the plant was selected by the Main
Administration of Locomotive Repair Plants to study production methods of the
Voroshilovgrad Locomotive Building Plant (5) Pecause of the failure of the rail-
roads to send locomotives to the iifa plant for repair on schedule, the plant was
often forced to disrupt its cycle of operation; in 195? (lb) However, it fulfilled
its quota for the first 10 months of that yeer (_)
Velikiye Luki Locomotive Repair Flant
This plant fulfilled its first-quarter 195 quota (12) and its 6-north
quo- (13)
Vil'nyus Locomotive-Repair Plant
This plant repairs passenger locomotives In 1951, it operated unsatisfac-
torily and failed to fulfill its locomotive repair quota.(1)
Voronezh Locomotive Repair Plant imeni Dzerzhinskiy
In 1951, this plant made poor repairs or locomotives Of 73 locomotives
repaired by the plant during the first 8 months of that year, 19 proved unfit
for operation and had to be sent back to the plant for further repairs..(15)
CONFIDENTIAL
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CONFIDENTIAL
In early 1952, a group of workers from the plant was selected by the 'Main
Administration of Locomotive Repair Plants to study production methods of the
Voroshilovgrad Locomotive Building Plant.(5) Because of the failure of the '
railroads to send locomotives for repair on schedule, the plant in 1952 was often
forced to disrupt its schedule of operations.(14)
However, in 1952 it met its 10-month repair quota (2), but, up to September,
failed to meet its quota for shipping scrap (30)
Voroshilovgrad Locomotive Building Plant imeni Oktyabr'skaya Revolyutslya
In early 1952, groups of workmen from the Izyum, Voronezh, Proletarsk, 7a-
porozh'ye, and Ufa locomotive repair plants visited the Voroshilovgrad plant to
study its production methods.(5)
During 1952, it produced a 2-10-2 locomotive, which is a modification of
the Series L locomotive. This new locomotive ha= certain operating advantages
over the older models of this series. A special arrangement transfers some of
the locomotive's load from the pilot and trailing axle !a 'ne driving axles, thus
increa ng the tractive force and easing starting. The new model is equipped
with roller bearings and a water beater, the latter a product of the Bryanak Lo-
comotive Building Plant. The new engine was assigned to tLe tdosxva-Sortirovoch-
naya station of the Moscow-Ryazan' Railway System and will pull freight trains
over the Moscow-Ryazhsk section. (37)
In 1952, the plant also designed a 200? to 250-ton capacity, heavy-duty
flatcar for hauling transformers and turbines rom slants to the large Volga
construction projectB.(38)
It. 1951, the Yaroslavl' plant failed to fulfill its repair quota, mainly
because of a lack of know-hov..(39) Locomotives released by the plant during
that year as completely repaired showed nwnerous cases of haphazard work.(15)
Although conditions seemed to have improved in early 1952, after a group
of its workmen visited some advanced enterprises in Yaroslavl' to study produc-
tion methods, in 1952 the plant was unable to meet increased production sched-
ules.(8) It did not fulfill its quota for the first 6 months of 1952, (13),
nor its quota for shipping scrap up to September (30)
Zaporozh'ye Locomotive iepai. Flant
The plant operated poorly both in 1951 and 1952 It failed to meet its
1951 locomotive repair quota (1) and its 11-month quota in 1952?(25) A locomo-
tive released by the plant in 1952 as completely repaired was found to have 150
cases of unfinished work.(35)
Early in 1952, a group from the plant visited the Voroshilovgrad Locomotive
Building Plant to study its production methods.5)
In 1951, the Chita plant failed to fulfill its repair quota for both locomo-
tives and cars. (7) It also failed to deliver its quota of repaired passenger
cars in the first quarter 1952.(40)
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The Daugavpils plant repairs both locomotives and passenger cars. (40)
During the 1951 - 1952 winter season, it saved 131 tons of coal by con-
verting the steam from its forging hammers to the heating of its blacksmith,
boiler, and other shops. This steam was previously released into the air.
In 1951, the plant used hydraulic jacks in its repair work, and dried elec-
trical motor winding in special, lamp-drying cabinets. The latter develop-
ment made it possible for the plant to conserve 61,000 kilowatt-hours of elec-
tricity in that year.(41)
In 1951, the plant received its first order to repair heavy-duty locomo-
tives. Although it had all the equipment needed to do the work, in October 1951
it was more than 20 heavy-duty locomotives behind schedule in its repair plan.
The plant lacked industrial know-how, was introducing modern work methods
very slowly, and was poorly supervised by the Main Administration of Locomotive
Repair Plants.(42) Thirty percent of the locomotives outshopped by the plant
in 1951 had to be returned for additional repairs.(35)
It failed to fulfill its 1951 locomotive repair plan (1), and lagged in
1952. During the first 11 months of 1952, it did not deliver any locomotives
or cars.(14)
Konotop Locomotive and Car Repair Plant
The plant lagged during both 1951 and 1952. It did nrt fulfill its 1951
repair quota (7), nor had it delivered any locomotives or cars up to Decem-
ber 1952.(14)
The plant repairs both locomotives and passenger cars (7), but the quality
of repair worx has been very poor. It was still repairing locomotives by anti-
quated methods in 1952.(43) In many of its shops, equipment was standing idle
in December 1952.(44)
Both discipline and morale have been very low.(43) The workers have been
more interested in the number of locomotives outshopped than in the quality of
repair vork.(6) On every locomotive to be outshopped, 50-60 cases of unfinished
work were found (43), and locomotives had to be lifted a second time for addi-
tional repairs. Much of the poor repair work was found in the locomotive
frames.(44)
In 1952, the plant fulfilled its 8-month repair quota only 84.6 percent
for locomotives and 92.1 percent for cars (43); it fulfilled its 10-month quota
85.1 percent for locomotives and 91.5 percent for cars. However, in Novem-
ber 1952 these figures dropped to 70 percent for locomotives and 78 percent
for cars.(44)
During 10 months of 1952, four locomotives and ten passenger cars had to
be returned to the plant for additional repairs-05)
The plant has also suffered heavy losses in its foundry. During part of
1952, losses in casting valve bushings reached as high as 36 percent of output,
but the plant did nothing to improve its foundry operations.(8)
The plant blamed its poor perfomnance on lack of materials and lack of co-
operation from the in Administration of Locomotive Repair Plants of the Minis-
try of Railways USSR.(43)
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Krasnoyarsk Locomotive and Car Repair Plant
This plant operated inefficiently during 1951 and Part of 1952. It did
not fulfill its 1951 locomotive repair quota (1), nor its quota for the first
6 months of 1952.(13)
Some of the locomotives outshopped by the plant late in 1951 were found
to have poorly machined valve bushings and no uniform clearance in the valve
rings.(6)
Lepaya Locomotive and Car Repair Plant
In 1950, this plant was the second-best plant among Soviet railway equip-
ment repair plants.(45) However, it lagged in both 1951 and 1952.
During 11 months of 1951, it fulfilled its locomotive repair quota only
67.6 percent. The reasons for the plant's poor performance were unsystematic
work methods and lack of knor.-how.(46) In late 1951, there were 40 tons of
girders and beams piled up at the plant which it did not need.(18)
In 1952, it lagged in quota fulfillment up to November f2)
Tashkent Locomotive and Car Repair Plant
Rather than specializing 'n repairing one type of passenger car, the Tash-
kent plant has been repairing several types; this resulted in an inability to re-
pair these cars by the progressive method.(40)
Early in 1952, a group of its workmen visited the Lyublino Foundry-Machine
Shop imeni L. M. Kaganovich to st'tdy its methods of organization and production.(5)
In August 1952, the plant pledged to supply by 25 September 500 tone of steel;
600 tons of cast iron, 45 tone of bronce, and 265 tons of forgings above plan;
to outshop above its September 1952 quota two repaired locomotives and three
cars, and to save an estimated 1,000 tons of fuel during the 9-month period.
In addition, it pledged to cut the use of ferrous metal for locomotives, cars,
and spare parts, in the third quarter 1952, 50 tons below that of the first 6
months of 1952, and to reduce gross production costs in September 1952 by 8.5
percent below the 1951 level.(h7)
However, up to December 1952, the plant had failed to deliver any locomotives
or curs.(14)
Tbilisi Locomotive and Car Repair Plart :meni Stalin
The Tbilisi plant is an old one (17), but is one of the largest enterprises
in the Georgian SSR; it repairs electric and diesel locomotives (48), passenger
and refrigerator cars. It has a gray iron and wheel foundry (49)
Prior to 1951, it was not fulfilling its quotas. Early in 1951, the plant's
party committee held a meeting with the workers, who made various complaints.(50)
In 1951, many of its shops underwent changes. Both the plant's technical equip-
ment and its performance were improved.(17) Production increased 14.9 percent
over 1950 and costs were cut 1.4 percent.(50)
The plant fulfilled its 1951 locomotive repair quota (1, 51) and its quota
for the first quarter 1952.(23) jccording to later sources, however, the plant
lagged in both 1931 and part of 1952. Zarya Vostoka reported in May 1952 that
the plant fulfilled its 1951 locomotive repair quota by.only 65 Percent and that
in April 1952 it increased its fulfillment to 94 percent of quota. The plant
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management blamed its poor performance on lack of cooperation from the in Ad-
ministration of Locomotive Repair plants, but Zarya Vostoka charged that while
this complaint was somewhat justifiable, the plant did not coordinate its work-
ing operations or its supply of materials from the stock roem.(48) A July issue
of the same paper stated that the layover time for capital repairs on locomotives
was 16.9 days above norm during the first quarter 1952. Locomotives and cars
sent to the plant for repairs remained on the plant's sidings for months. Be-
cause of its poor performance, the plant lost 70,000 rubles during that quar-
ter.(52)17
The plant failed to fulfill its quota for the first 6 months of 1952.(13)
It picked up during the third quarter 1952, and repaired, by 5 October, one lb-
comotive, two passenger cars, and 16 refrigerator cars above plan.(53) The
plant fulfilled its 9-month plan ahead of schedule, delivering a considerable
quantity of products above plan.(54)
In 1952, the plant's foundry fulfilled its 7-month production quota. The
plant made some structural changes in its cupolas, and thus increased labor
productivity 20 percent. By installing two centrifugal canting machines, the
plant practically-eliminated rejects, whi.h previously reached almost 30 percent
of production. These machines also increased labor productivity, so that two
men can now do the work of five. Tubes from whic: piston rl.ogs are made, are
now cast in semipermanent molds. This saves 65 percent of the metal formerly
used in the manufacture of parts.
The plant developed a new method of producing stronger cast iron. It
started making from cast iron many parts formerly made from expensive metal.
Tests for heat resistance and wearability showed that these parts met all re-
quirements for bronze.(55)
Ulan-Ude Locomotive and Car Repair Plant
Every locomotive inspected at this plant in 1951 averaged 47 instances of
un_'inishod work, and was required to remain an additional 100 hours. In the
same year, the plant failed to deliver 51 passenger cars and more than 3,300
tons of metal products. Approximately 50 defects were found on each car re-
paired, and the ctir was required to lay over an extra 53 hours for additional
ropairs.(56)
In late 1951, one million rubles' worth of tools above norm were found ac-
cumulated at the plant.(18)
In 1952, the plant made great strides in im;rovinp its operations. It
fulfilled its 10-month quota. (2) Its foundry fulfilled its 1952 quota on
13 October and produced more than 500 tons of cast iron.(57)
In early 1952, the plant developed and introduced a new method to replace
the previous laborious method of producing locomotive and car parts. It was
expected that on seven parts manufactured by the new method, the plant's black-
smith shop would save 135 tons of high-quality steel annually. The reduction
of surplus labor during forging and pressing operations was expected to incr:ase
work performance sharply and reduce considerably the costs of the manufactured
parts.(58)
Vologda Locomotive and Car Repair Plant
Taring part of 1951, the Vologda plant was practically without cast iron=(18)
However, it fulfilled its 1951 locomotive repair quota (6)
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The plant is an advanced enterprise.(7, 59) It repairs passenger care ad
well as locomotives and has made various changes in its repair methoda.(60)
it has rearranged its passenger car repair shops into stripping, body-under-
frame, and assembly-repair departments. In June 1952 passenger cars were re-
paired at the plant in seven positions-09)
Its workers participate in the Zhandarovo-Agafonova, personal efficiency
movement, whereby each worker pledges to fulfill each operation successfully.
All of the plant's younger workers have had Stakbanovite on-the-job training.(60)
In mid-1952, workers from the Konotop, Daugavpils, Ulan-Ude, Tbilisi,. and
Tashkent locomotive and car repair plants held a conference at this plant-to
discuss methods of improving passenger carrepalrs.(59)
Akmolinck Car Repair Plant
This plant failed to f+?1fill its 1951 car repair quo'.n fl)
Alma-Ata Car Repair Plant
The Alma-Ata plant repairs passenger cars, but has been performing a con-
siderable amount of haphazard work (40), and has not been fulfilling its re-
psir quotas for several years. In the first 11 months of 1951, it fulfilled
only 70.5 percent of its repair quota. The plant's manage,;ent blamed the poor
performance on the poor material supply. F.owever, the wain reason was that,
instead of clear-cut planning, there was a great deal of inconsistency at the
plant. Work was poorly organized and activity became intensified only toward
the end of the month. Inspection disclosed 50-2.00 instances of incampieted re-
pairs on c/ery car which was about to be delivared.(46)
Even though the plant has modern equipment, it did not improve its posi-
tion in 1952?(61)
In the first quarter 1952, it failed to deliver its quota of passenger
cars.(41) It fulfilled its 7-month quota in 1952 only 86.2 percent, and spent
over 2 million rubles more than planned.(61) The plant also failed its 9-
month quota in that year, fulfilling it only 93 percent, (62) Unfinished work
continued to reach up to 100 instances on a car, and cars had to be held over
for extra days to complete the work. It became customary at the plant to shift
workers from job to job without allowing them to finish one,(61) Lack of strong
labor discipline prevailed throughout the plant.(9) Despite these factors, the
Main Administration of Car Repair Plants of the Ministry of Railways USSR had
made no efforts to aid the plant in any way.(61)
Altayskaya Car Plant n Chesnokovka
In 1952, this plant used 9.1 tons of rolled stock to build a boxcar, as
compared with 12.3 tons in 1948 -- 3.2 tons less. It used 11.1. tons to produce
a four-axle gondola in 1952, as compared with 14.9 tons in 1949 -- 3.8 tons
less.(63)
Anzhero-Sudzhensk Car Repair Plant
This plant, which repairs passenger cars (41), failed to fulfill its quota
for the first U months of 1952,(25)
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Baku Car Repair Plant
Early in 1952, this plant was cited as an advanced enterprise. (7) It ful-
filled its quota for the first 8 months of 1952.(9)
Barnaul Car Repair Plant
This plant fulfilled its quota for the first 11 months of 1952, (25), but
it has been criticized for making poor repairs on cars,(64)
Bogotol Car Repair Plant
The Bogotol plant fulfilled its 1951 car repair quota (1) and its first-
quarter 1952. quota (23), but then dropped behind and did not meet its 11-month
quota in 1952.(25)
Borisoglebsk Car Repair Plant
The irregular system of supplying this plant with ni-.~:ials resulted in a
considerable amount of haphazard work at the plant in 1951 During that year,
it was unable to maintain a continuous flow of production d',.ring the first 10
days of the month, mainly because of the shortage of some ;-;?O items'. At the
same time, the plant's storehouse was loaded with materiel which the plant dig}
not need.
Despite the fact that the plant repairs only tank cars in 1951 it received
over 600 cubic meters of timber, the lack of which caused other plants to fail
to fulfill their quoe:as. A considerable amount of material was shipped to the
plant by the Main Administration of Car Repair Plants of the Ministry of Rail-
ways USSR merely to relieve the overloaded bases of the administration. Mean-
while, such critical material as light sheet iron, extremely necessary for the
plant, was shipped elsewhere. It obtained castings in 1951 with great diffi-
culty and was often forced to delay the repair of tank cars Nevertheless, it
fulfilled its 1951 car repair quota in 11 months.(18)
In 1952, it lagged up to September in the fulfill^ient of its quota for
shipping metal scrap.(30)
Darnitsa Car Repair Plant
The Darnitsa plant failed to fulfill its 1951 car repair quota (1) and was
lagging during the early part of 1952 (32), but then improved its performance
and fulfilled its quota for the first 11 months of 1952.(25)
Dneprodzerzhinsk Car Building Plant imeni Gazeta Pravda
In January 1952, this plant started building improved-model 60-ton flatcars
on a series production basis. At the same time, it was testing a new type of
car for hauling hot cinders. Plant draftsmen were designing new models of 60-
ton self-clearing cars, 70-ton flatcars for hauling cast iron, and hoppers for
hauling cement and other materials.(33)
In May 1952, a state commisuioin tested cars built by the plant for construc-
tion projects along the Don, the Dnepr, the Volga, and the Amu-Dar'ya rivers.
Of 60-ton capacity, the cars are of all-metal construction. They are loaded
through a hose by means 3f compressed air, and are unloaded m ihanical.ly. Upon
completiop of the tests, the plant was preparing for series i. oduction of the
new-type cars.(66) Ir the middle of 1952, the plant's draftsmen also designed
a 65-ton self-clearing car.(67)
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Dnepropetrovsk Car Building Plant imeni Gazeta Pravda
During recent years, this plant has been building new types of rolling
stock, including several models of 60-ton flatcars with metal sides, special
cars for hauling bitumen and cement, and 100-ton gondolas, the latter made
on order.
in 1952, the plant expected to produce, by 5 October, a new-model, 60-
ton, self-clearing car and special 75-ton flatcars for hauling cast iron.(67)
Gomel' Passenger Car Repair Plant
In 1952, the Gomel' plant expected to repair mail cars, baggage cars, and
service cars.
Because it makes repairs on all makes of passenger cars, rather than
specializing in repairing one type of car, the plant has been unable to repair
cars by the progressive method.(40)
Kalinin Car Building Plant
In the middle of 1952, the Kalinin plant was building all-metal passenger
c.rs.(69)
Following a visit from Stakhanovites and engineers of the Yaroslavl' Rail-
road Car Brake Plant, more than 100 of the Kalinin plant's machinists doubled
their production of braking equipment.(70)
Kaliningrad Car Building Plant
Early in 1952, this plant built 50-ton self-clearing dump cars'for Kuyby-
shevgidrostroy (Administration for the Construction of the K'yybyshev Hydroelec-
tric Center). The cars are both reliable and economical. While it takes 150-
200 persons at least an hour to unload 1,000 tons from conventional-type rolling
stock, the same amount of tonnage can be unloaded from these dump cars by one
man in 3-4 minutes.(71)
As a result of technological improvements in production, the plant by No-
vember 1952 used 800 kilograms less metal in producing dump cars than previously.
Thus, in 1952 it was able to cut production costs of these cars. (72)
Kanash Car Repair Plant
In 1951, this plant lacked timber and was unable to fulfill its repair quota
for that year .(18)
Kharkov Car Repair Plant
This plant fulfilled its quota for the first 8 months of 1952.(9)
Kiev Car Repair Plant
The Kiev plant repairs passenger cars and has the facilities to repair these
cars by the progressive system. However, the facilities had not been organized
and repair methods continued to be uncoordinated early in 1952.
Mainly because cars were not sent to the plant by the railroads on schedule,
the workmen had to work in different positions to carry out repairs.(73)
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Accepting, the challenge of the Nizhnedneprovsk Car Repair Plant early in
1952 on repair plan fulfillment, the plant pledged to fulfill its 1952 repair
quota ahead of schedule.(74)
During 1952, the plant made great strides in improving its operations.
Significant improvements were made especially during August 1952, when the
plant fulfilled its monthly quota for passenger car repairs 110.9 percent. It
showed a profit of 186,000 rubles on capital repairs and 56,000 rubles on me-
dium repairs up to September 1952.
Parts taken off cars during dismantling are saved and then used again.
Gas welding has been mastered and is used widely. Cover plates on cars are now
welded. Other new innovations and improvementb in wgrk methods made it possi-
ble for the plant to cut labor, on an average, 180 hours for capital repairs
and 70 hours for medium repairs. In September 1952, the layover time of cars
undergoing repairs was still above norm, but the plant pledged to cut this lay-
over time, to improve its quality of production, and to cut production costs.(9)
It fulfilled its 1952 quota +':r gross outn'r ahead of schedule on 18 De-
cember 1952.(75)
Kizyl-Arvat Car Repair Pleat
This plant fa: -led to fulfill its 1951 ^ar repair quota (1) and its quota
for the first 11 months of 1952.(25)
Leningrad Car Building Plant imeni Yegorov
In April 1952, the plant was building railroad passenger cars of various
designs, including an all-metal passenger car. Recent models produced by the
plant are equipped with reconditioned furniture, ventilation, and lighting
equipment. The new-model cars will be equipped with air :onditionint.(76;
In 1952, the plant was also producing bushings for tractor bearings and
expected to triple its output during the year. 77)
In the latter part of, 1952, the plant made adjustments in its operations
in order to produce cars equipped with roller bearings.(78)
The plant is subordinate to the Ministry of Transport Machine Building
USSR-(79)
Lianozovo Passenger Car Building Plant
The plant, which is subordinate to the Ministry oi Transport Machine Build-
ing USSR (79), was building all-metal passenger cars in the latter part of
1951. (80)
The plant has been lagging and failed to fulfill its 1951 car repair quota
(1), and its quota for the first 5 months of 1952.(2)
Minsk Passenger Car Repair ?lant
In 1951, the Main Administration of Car Repair Plants of the Minstry of
Railways USSR gave the Minsk plant a schedule of the types of cars the plant
would repair that year, but the schedule did not conform to the needs of the
railroads and was soon abandoned. The plant was forced to repair cars sent by
the railroads rather than those planned by the main administration.
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^
Early in 1951, it started repairing two types of passenger cars by the
progressive system, but was soon forced to abandon this innovation because of
the varied types of cars sent by the railroads. Despite the fact that the
plant does not specialize in repairing all types of passenger cars, in 1951
it was sent more than 12 different types of passenger cars for repair. Be-
cause parts are not standard for all cars, the plant had to produce individual
replacement parts for the different types of cars. This resulted in an over-
all increase in its costs and, in 1951, the plant exceeded its norm for repair
costs.
Although the plant installed new machinery in its wheel shop, woodworking
shop, and machine shop, and installed a high-frequency quick lumber dryer in
its wood mill in 1951, it failed to fulfill its passenger car repair quota for
that year.
Together with the Gomel' Car Repair Plant, the Minsk plant was preparing
to repair a considerable number of mail, baggage, and service cars in 1952.
Despite the fact that the tools produced by the plant in 1952 were poor
in quality and often disrupted production, their production costs were very
high. The plant was also supplied with nonstandard size 1umter, which it was
often forced to rework to required size.(68)
In 1952, the plant fulfilled its 8-month quota..(9)
Molotov Car Plant
This plant also serves as the railroad station for the trnrn of Perm.(18)
In 1951, it produced 9-ton narrow-gauge flatcars for the timber industry.
These cars were built with cast-iron bearings.(81)
Moscow Car Repair Plant imeni Voytovich
This plant has been repairing all-metal passenger cars since 1950.(69)
It repairs the all-metal passenger cars built by the Lianozovo Passenger Car
Building Plant.(80)
It failed to fulfill its 1951 car repair quota -(a.) Early in 1952, a spe-
cial crew from the plant visited the Kalinin Car Building Plant, which builds
all-metal passenger cars, to study its organization of production and the tech-
nology of all-metal cars.(69) In the same year, the plant introduced the latest
working methods, mechanized its work, strengthened labor discipline, and made
all efforts to improve its quality of production.(4o)
The plant now repairs cars by the progressive system. Following the visit
of some of its workmen to the Kalinin plant, the plant during 5 months of 1952
increased its performance 21 percent over the same period of 1951.(69)
This plant continued to show progress during 1952. It fulfilled its 7-month
quota 106.8 percent for gross output and 107.9 percent for consumer's goods.
In the same period, its assembly shop repaired 23 cars above quota.
Its foundry fulfilled its 8-month quota on 1 August 1952 and produced 855
tons of metal above plan.
By making extensive use of old but suitable parts, saving materials, and
drastically cutting non productive costs, the plant was able to cut production
costs during the first 6 months of 1952 by 9.3 percent, as compared to the 7.5-
percent cut it was expected to make.(26)
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It fulfilled its quota for the first 9 months of 1952 ahead of schedule,
saving more than 90,000 kilowatt-hours of electricity and shoving a profit,
during the period, of 2.5 million rubles above plan.(82) The plant fulfilled
its pledge to show a profit of 1.5 million rubles for 1952 in 6 months.(26)
In the Fifth Five-Year Plan, the plant will be fitting cars with roller
bearings.(82)
Moscow Car Repair Plant Pamyat'Revolyutsii 1905
This Moscow plant fulfilled its 1951 car repair quota.(l) However, in
that year, 23 cars had to be returned to the plant because of poor repairs.(83)
In 1952, the plant failed to fulfill its 8-month quota. It lagged in its
operations in 1952 because of a lack of strong labor discipline. There were
numerous instances of loafing and leaving work early; in fact, the plant's su-
pervisory personnel was among the violators. In some departments, incomplete
work was reported as finished.(9)
Nizhnedneprovsk Car Repair Plant
This plant tl.filled its 1951 car repair quota (1) The plant, one of the
advanced Soviet railroad enterprises, has been repairing two-axle and four-axle
passenger cars by the progressive system; workers from the Novorossiysk and
Zhmerinka car repair plants visited the plant co study its methods of repair-
ing these cars.(84)
During 4 months of 1952, the plant repaired hundreds of passenger cars,
and its foundry delivered 700 tons of metal above plan (60) The plant is a
progressive enterpri.e and has been introducing new improvements in its repair
work. Its repair work is mechanized, its labor is well u eciplined.(40) In
1952, the plant improved its methods of maintaining a supply of materials from
its preparation departments, and added mechanized equipment to many of its shops.
in mid-1952, more than 1,000 of its working force were participating in a per-
sonal efficiency system whereby each worker pledged to fulfill each operation
successfully.(85)
Early in 1952, some of its engineers and workmen visited the Kalinin Car
Building Plant, which builds passenger cars, to study the production of these
cars.(86) In the came year, the plant began to repair these all-metal passenger
care according to the progressive systea.(85)
In October 1952, it delivered to the Stalin aailway System, 4 days ahead
of schedule, its first all-metal passenger car equipped with roller bearings.
It planned to deliver dozens of such cars by the end of October.(87)
Early in 1952, workers from this plant risited the Nizhnedneprovsk Car Re-
pair Plant to study its method of repairing passenger cars.(84)
Accepting the challenge of the Nizhnedneprovsk plant on repair quota ful-
fillment, the Novorossiysk plant pledged to fulfill its 1952 repair quota of
passenger cars by 5 December 1952 and to repair 20 cars above plan by the end
of 1952. Its passenger car department pledged to cut repair time by one day and
to organize a uniform production schedule for each month. The plant's entire
working force pledged to increase labor productivity 5 percent and to cut produc-
tion costs 2 percent below planned costs .(74)
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However, the plant failed to fulfill its quota for the first 11 months of
1952.(25) It also failed to meet its quota for shipping scrap up to Septem-
ber 1952.(30)
October Car Repair Plant imeni Kaganovich at Leningrad
This plant has been repairing all-metal cars since 1950. In 1952, a spe-
cial group of the plant's engineers and technicians visited the Leningrad Car
Building Plant imeni Yegorov, which builds passenger cars, to study its produc-
tion methods.(88)
In 1952, the plant fulfilled its 8-month quota-(9)
Ordzhonikidze Car Repair Plant imeni Kirov
The Ordzhonikidze plant repairs passenger cars (89), freight cars, and tank
cars.(90) Its labor is highly disciplined, it introduces the latest working
techniques, and has made every effort to render .he highest quality of repair
work.(40)
In January and February 1952, it exceeded its quota fe'- gross output and
car repairs. More than 1,000 of its working force were participating in a per-
sonal efficiency system whereby each worker pledged to fulfill each operation
successfully. (91)
In 1951, tLa plant started to smelt babbit in electric furnaces This new
method was expected to save 2 kilogram- of babbit on every four-axle car.(36)
The plant installed electric melting pots, electric furnaces for heating the
forms containing the bearings, and electric furnaces for resmelting the babbit
from old bearings. It now takes 45 minutes for the first heat, and 20 minutes
for each subsequent heat. The process of pouring bearings requires two opera-
tionsr the preparation of forms and t;.e actual pouring. Each operation tak"
6 hours. Two men now produce 160-200 bearings every 2 days, as compared to
maximum of 100 bearings produced previously As a result of this new develop-
ment for pouring car bearings, the plant saved 10 tons of highly expensive
metal in 1951, and 3.5 tons during 5 months of 1952 It also saved 30,000 kilo-
watt-hours of electricity during this 17-month period (92)
By cutting the time between different operations, the plant cut layover
time of a four-axle rigid car undergoing capital repairs 13 6 days below 1950
in 1951. In 1952, this layover time was cut 15.7 days below 1950. In addition,
the plant increased labor productivity and redik.ced man-hours on each car.
In 1950 it took, on an average, 1,771 man-hours to make capital repairs
on a two-axle rigid car and 3,095 man-hours to make capital repairs on a four-
axle rigid car. Labor productivity in that year was 73.1 percent of plan.
In 1951, the man-hours necessary to make capital repairs dropped to 1,630
for a two-axle rigid car, and to ,,088 for a four-axle rigid car. Meanwhile,
labor productivity rose to 105.9 percent above plan.
In 7 months of 1952, the man-hours dropped to 1,!:76 for a two-axle rigid
car and to 2,713 for a four-axle rigid car. Labor productivity during this
period rose 19.5 percent more than planned.
By cutting the time between operations, the plant increased its average
monthly output three cars over the period pr sr to reorganization of its produc-
tion methods. Costs were cut considerably and the quality of production was
greatly improved.(93)
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The plant fulfilled its car repair quotas for 1951 (1) and the first 10
months of 1952.(2)
Early in 1952, a group of the Otrozhka plant's engineers and technicians
visited the Kalinin Car Building Plant to study its production methods.(86)
In 1952, the plant made significant forward strides in its operations,
especially during August.(9) It intensified its efforts to produce parts for
auxiliary shops and to extend the useful life of repairable parts of passenger
cars. After the cars were stripped, the parts which were removed were sent to
the plant's preparation shops for repair or reconditioning. The plant estab-
lished special departments for repairing doors, window frames, and furniture.
Striving to repair cars by the progressive system, the plant retooled,
re-equipped, and transformed some of its shops for this work in 1952, but had
little success. The East Siberia, Gor'kiy, and Kuybyshev railroad systems sent
their cars to the plant for repairs with great irregulAr:ty, and this compli-
cated the plant's operations.(94)
However, in 1952 the plant repaired 12 passenger cars above plan and showed
a profit of 347,000 rubles,(95)
Panyutino Car Repair Plant
The Panyutino plant has been repairing two-axle freight cars b; Cie Fro-
gressive system, a fact which has made the plant one of the most advanced So-
viet iailroad transport enterprises. The cars are repaired in eight positions.
The plant operates on tvo-sb"'t basis, and the cars move from each position
every 8 hours.
From 1949 to May 1952, the plant practically doubled its output, cut costs
considerably, and reduced the layover time during rLpairs.(96)
In 1952, plant innovators designed hundreds of jigs, fixtures, and tools,
set up the preassembly of parts, whereby certain parts of a car are preassembled
and then installed on a car as a unit, and modernized a number of machines and
mechanisms.(97) By using special templets and jigs, the plant surmounted the
problem of replacing parts because of nonstandardi.zation.(96)
. In the middle of 1952, the plant pledged to fulfill its 9-month quota for
gross output 110 percent, to repair 39 cars above quota, to cut production costs
4 percent, and to increase labor productivity 2 percent.(98)
It fulfilled its 1951 car repair quota (1) and its 1952 quota, the latter
ahead of schedule on 4 December. In 1952, it fulfilled its quota 102 percent
for gross output, 100 percent for capital repairs, 112 percent for forgings,
and 102 percent for new springs.(99)
Perovo Car Repair Plant imeni Kaganovich
This plant is a large industrial base well equipped to repair electrified
rolling stock and train units (100) and to supply parts for them.(l01) It
performs medium repairs.(102)
The plant's operations are highly mechanized, its labor is well disciplined
and the plant has been making every effort to perform high-quality repair work.(4o)
Not only has it been exceeding its repair quotas for several years, but it has
also been improving its performance.(75)
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In 1952, it fulfilled its 8-month quota 114.4 percent for gross output and
111.9 percent for commodity production. It also pledged to fulfill its 10-month
quota by 5 October and to conserve 130,000 kilowatt-hours of electricity, 208
tons of fuel,.and 35 tons of ferrous metal, to increase labor productivity 9
percent above plan, to deliver one repaired electrified train, and to show a
profit of 1.1 million rubles.(l0L)
It fulfilled its 1952 quota ahead of schedule, on 25 November. During the
same year, it increased its output 11.6 percent over 1951 and cut production
costs 9.7 percent below 1951.(74)
However, in the first quarter 1952, the Tallin Electric Locomotive Termi-
nal had to spend 2 months' rectifying some of the poor repair work done by the
plant previously.(1(P)
Pokrov Car Repair Plant
This plant operated poorly in 1951. and failed to fulfill its passenger
car repair quota.(l) It also failed to meet its quota for the first quarter
1952.(40)
Popasnaya Car Repair Plant
In 1951, this plant lacked timber and was unable to fulfill its quota for
that year.(18)
in 1952, it was unable to meet increased production schedules (8), and
failed to meet its 11-month quota.(25)
ibre,plant has lagged because of the lack of strong labor discipline.(9')
Very little work is done by workers early in the month, and only in the latter
part of the month do they make any effort toward pr.,duction.(103)
Riga Car Building Plant
The Riga plant builds electric-powered trains, trolleys, and rail motor
cars. In 1951, it fulfilled its quota for trolleys and electric-powered
trains.(104)
In March 1952, it delivered. to the Octobef Railway System for use )ver
the Leningrad-Finland Division five suburban ele^.t_ic trains. The new cars
are improsements over former units. They are Lett-r cerv.tructed, are ;yore con-
venient, and have finer compartments-(105)
Roslavl' Car Repair Plant
In 1952, this plant was having difficulty in meeting its quotas. It failed
to meet it 8-month car repair quota (9) and, up to September, its quota for ship-
ping scrap.(30)
Sokol'nicheskiy Car Repair Plant in Moscow
In 1952, this plant started repairing metal MTV-82 cars ioscow streetcar
by the progressive system. As a result, the previous layover time of almost a
month was cut to 2c-23 days, and the working force was cut 30 percent. In
May 1952, repaired cars were leaving the plant every 3-4 days. (106)
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Stryy Car Repair Plant
The Stryy plant specializes in repairing two-axle freight cars and has been
repairing these cars by the progressive system since 1949. By combining this
system with a system of repairing subunits before they are installed on a car,
in 1952 the plant was able to cut labor from 500 to 294 hours on a car. Capi-
tal repair costs were cut 300 rubles a car. During September, October, and No-
vember 1952, it showed a profit of 500,000 rubles.
During 1952, the plant had difficulty in obtaining tool steel and was often
forced to make tools from ordinary steel. During the first quarter 1952, it
was forced to stop operating electric cars around the plant because of defective
batteries and other parts.(25) As a result, the plant failed to fulfill its
quota for that quarter.(23)
However, it fulfilled its quota ahead of schedule, repaired 46 cars above
quota, and produced tens of tons of cast iron and forgings.(75)
It had also fulfilled its 1951 car repair quota.(1)
Tambov Car Rep&ir Plant
The Tambuv plant repairs freight cars.(18) Not only has it failed to ful-
fill its quotas, but it has also done a considerable amount of porr repair work.
In 1952, it failed to meet its 11-month car repair quota.(25) On every car
outs:ioppcd by the plant during the third quarter 1952, there were an average of
ten instances of unfinished work. The plant has also been constantly producing
defective wheel pairs.(64)
In July 1952, the plant collected 1,500 tons of metal scrap. Its wheel shop
alone collected 900 tons, or more than 150 tons above quota.(107)
Ural Car Building Plant imeni Stalin
In addition to building railroad cars, this plant was producing units for
petroleum installations and petroleum pumps in 1952 To save steel, the plant
made some changes in the brake platform and floor supports of boxcars. (108)
In the latter part of 1952, its workers were engaged in competition to ful-
fill the Fifth Five-Year Plan in 4 years. Labor productivity increased sharply.
Eighty percent of the workers increased the output for each shift 1.5-2 times
above the norm.(109)
In October 1952, the plant was producing more goods than at any time during
that year. It was producing goods in that month originally scheduled for produc-
tioE in 1953?(110)
Uroch' Car Repair Plant
The Uroch' plant fulfilled its 1951 car repair quota only 95.5 percent.
Of 90 cars released as repaired in that year, each showed some defect and inccm-
pletion. Work was neither planned nor organized; all work was done manually
rather than by mechanized facilities.(18)
Up to September 1952, it lagged in its quota for shipping scrap.(30)
Zhmerinka Car Repair Plant
Because of the lack of proper planning, haphazard work, and disorganization,
all of them deep-rooted, this plant failed to deliver 69 passenger cars in 1951
(111) and, as a result, failed to fulfill its car repair quota for that year.(1)
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^
In early 1952, a group of workers from the plant visited the Nizhnedneprovsk
Car Repair Plant to study its methods of repairing cars.(84) However, the plant
failed to deliver its quota of repaired passenger cars in the first quarter
1952.(40) It fulfilled its January 1952 quota 77.8 percent, but then dropped
to 44*4 percent fulfillment in Feoruary. Cars which should have been delivered
in February were not delivered until March.
The plant was using poor repair methods and its labor discipline had de-
teriorated greatly. Many of its shops were very much disorganized because of
a lack of planning. In some of the shops, very little work was done during the
first part of the month, and only in the last 2-3 days of the month did the
working force intensify its activity.. (111)
LThe plants in this part of the report are subordinate to the
Main Administration of Railroad Machine Building Plants of the Minis-
try of Railways USSR. The Kharkov, Lyubertsy, and Mytishchi plants
are called transport machine buildings plants rather than railroad
machine building plants]
A. RailrQad Machine Building Plants
Armavir Railroad Machine Building Plr.nt
In 1951, the Armavir plant exceeded its quota (i) It fulfilled its quota
for the first 10 months of 1952.(2)
Kaluga Railroad Machine Lildin& Plant
The Kaluga plant operated satisfactorily during 1951 and the first part
of 1953 exceeding its 1951 quota (1) and fulfilling its quota for the first 5
months of 1952.(32) It is one of the advanced Sov!.et enterprises.(7)
In 1952, the plant designed and built a new gasoline locomotive for the
Kuybyshev GES builders. The locomotive can pull six or seven loaded four-axle
care and is to be used in switching and hauling at yards and sietions.(112)
In April 1952, more than 800 workers participated in a personal efficiency
system whereby each worker pledged to perform each operation efficiently. One
third of the plant's machines were operating at high speeds, most of the parts
were case-hardened by means of high-frequency current, and the smelting of cast
iron used for the production of diesel engine piston rings was organized.,
In 1952, the plant was faced with organizing the production of track-laying
machinery, machines for removing snow at railroad switches, spare parts for
diesel locomotives, and other parts. In April 1952, the plant was preparing
to produce the MKD-20 gasoline locomotive.(113)
Kharkov Transport Machine Building Plant
This plant builds diesel locomotives. The TE-2 diesel built by the plant
is 73 tons lighter in weight and 10 meters shorter than two TE-1 diesels combined.
Because of the simple design of the TE-2 diesel, the labor involved in
construction is 10-15 percent less than that required to build a TE-l diesel..
The TE-3 diesels are twice as powerful as the TE-2 diesels.
CONFIDENTIAL
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The gas,&MWating 29-4 diesel has a 2,000-horsepower engine and works prin-
cipally on solid"fuel (a roximately 70-75 percent), although, like some of the
Tg-1 diesels, it can work on liquid fuel or mixed fuel (liquid and solid). If
necessary, it can work on liquid fuel completely. This gas-generating model has
three sections. The Mont and rear sections are the traction units; the middle
section contains the gas generator, a stock of coal, the filtering system, gas
coolers, and water.(134)
In the middle of 1952, the plant pledged to fulfill its 9-month quota by
20 September and to exceed its planned labor output by 5 percent,(115)
Kirov Railroad Machine Bu l_ dng Plant
'"he Kirov plant exceeded its 1951 machine building quota. (1) In 1952, it
fulfilled its 10-month quota (2) but, up to September, failed to fulfill its
quota for shipping scrap?(30)
In early 1952, the plant produced a rotary snow plow capable of throwing
snow 40 meters from the center of the rails. This machine na a 1,000-horse-
power engine and a 2.5-cubic-meter rotor operating at 180 revolutions per min-
ute. While working, the machine can move f.om one to 8 kilo-ieters an hour, dur-
ing which period it can move 15,000 cubic meters of snow. me machine was
undergoing tests in early February 1952.(116)
Although the plant was producing track-mounted cranes, it had not improved
their design by July 1952 and still continued to use a considerable amount of
metal in their construction. While plants of the Ministry of Ferrous Metallurgy
USSR and Ministry of Construction and Road Building Machinery USSR used between
2.8 and 4.8 tons of metal per ton of lifting capacity in building such cranes,
the Kirov plant used 6 tons of metal per ton of lifting capacity.(36)
Lyubertsy Transport Machine Building Plant
In the first quartar 1952, this plant produced some 1.2-ton refrigerator con-
tainers for keeping perishable goods during the summer. Cooling is achieved by
means of ice; insulating materials keep the temperature low for a long period.(117)
Mytishchi Transport Machine Building Plant
In October 1952, this plant produced a new-type subway car, the M-5 (118),
for use in the Moscuw metropolitan ar:a.(119) The azw car is similar in its ex-
ternal appearance to older models, but is 7-7.5 tons lighter in weight (U8) and
reduces electricity consumption during the starting of trains.(119)
The six-unit train has undergone successful tests over the Moscow subway
system. The cars can develop a speed of 75 kilometers pal hour. Modern brakes
permit easy and quick stopping at all speeds. The plant was reported in Octo-
ber 1952 to be building 12 more of these cars.(118)
This plant operated satisfactorily during 1951 and 1952, exceeding its 1951
quota (1) and fulfilling its quota for the first 11 months of 1952.(25)
Tashkent Railroad Machine Building Plant
The Tashkent plant operated inefficiently during 1951 and 1952.
It did not fulfill its 1951 quota (1), nor its quota for the first 10 months
of 1952.(2)
50X1-HUM
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Early in 1952, a group from the plant visited the Lyublino Foundry-Machine
Shop to study production methods.(5) Nevertheless, production costs in casting
operations at the Tashkent plant continued to remain enormous.(7)
In July 1951, the plant was producing the VVK-200 compressor.(36)
Because of violations of labor discipline, the plant lagged in its supply
of diesel locomotive parts in 1952.(14)
Tikhoretsk Railroad Machine Building Plant
The Tikhoretsk plant operated inefficiently in 1951 and 1952. .It did not
fulfill its 1951 quota (1), nor its quota for the first 11 months of 1952.(25)
In 1952, the plant built the Balashenko rail-straightening machine, which
not only straightens rails but also tears up cross ties. The machine was put
through tests both at the plant and on the railroads in June 1952.(3)
Tula Transport Machine Building Plant
This plant fulfilled its quota for the first 5 months ?,~f 1952.(32)
Zaporozh'ye Railroad Machine Building Plant
This plant fulfilled its quota for the first 11 moncLs of 1952..(25)
B. Foundry-Machine Shops
Kaluga Foundry-Machine Shop
This enterprise fulfilled its quota for the first 11 months of 1952.(25)
Kaunas Foundry-Machine Shop
The Kaunas Shop operated efficiently during 1951 and 1952, exceeding its
1951 quota (1), and fulfilling its quota for the first 9 months of 1952 ahead
of schedule .(119)
Korshunovka Foundry-Machine Shop
This shop failed to fulfill its quota for t"e first 11 months of 1952.(25)
Lyublino Foundry-Machine Shop imeni Kaganovich
The Lyublino enterprise exceeded its 1951 quota.(1) Early in 1952, a group
of workmen from the Tashkent and Rostov locomotive repair plants visited this
plant to study its methods of organization and production.(5)
Howsver,,in 1952 the enterprise failed to fulfill its 7-month quota. Dur-
ing the 7-month period, losses due to rejected work increased 1.5 times over those
of 1951 and, consequently, the enterprise suffered a loss of 3,369 rubles during
the 7-month period. Labor discipline was very poor. The enterprise has been
overexpending metal, elec+ricity, and coal.(120) Up to September 1952, it had
also failed to fulfill i:e quota for shipping metal scrap. 60)
Moscow Foundry-Machine Shop
This shop fulfilled its 1952 quota for gross output and consumers' goods
by 16 December (121)
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Voroshilovgrad Foundry-Machine Shoff
The Voroshilovgrad Shop failed to fulfill its 1951 and January 1952 quotas.(7)
However, it made some forward strides in subsequent months of 1952 (9), fulfill-
ing its 11-month quota in that year.(25)
C. Electrical Equipment Plants
Alma-Ata Electrical Equipment Plant
The Alma-Ata plant failed to fulfill its quota for the first 5 months of
1952?(32)
Gomel' Electro-Technical Plant
This plant fulfilled its quota for the first 11 months of 1952.(25)
Kharkov "Transsvyaz" Electrical Equipment Plant
The Khar'kov plant operated. satisfactorily in 1951, exceeding its quota for
that year.(1)
Kiev "Transignal" Electrical Equipment Plant
The Kiev plant exceeded its 1951 quota.(1) and fulfilled its quota for the
first 11 months of 1952.(25)
It was expecting to increase its over-all production 65 percent 1n 1953.
The production of impeZance bonds and electric switch machines was expected to
be increased 2-2.5 times.(67)
Leningrad Flectrical Equipment Plant
The Leningrad plant exceeded its 1951 quota (?.), but failed to fulfill its
quota for the first 8 months of 1952.(14)
LosinoosLrovskaya Electrical Equipment Plant
This plant fulfilled its 1951 quota (1), but in 1952 it lagged in supplying
electrical parts for diescl locomotives.(14)
Nizhnedneprovsk "Svetofor" Electrical Equipment Plant
This plant exceeded its 1951 quota (1), but then lagged during the first 5
months of 1952.(32)
Saratov Electrical Equipment Plant
The Saratov plant operated satisfactorily in the early months of 1952 (23),
but then began to lag and failed to fulfill its 1952 quota of electrical parts
for diesel locomotives.(14)
The Tula plant was criticized in October 1952 for making poor repairs on
electric switch machines.(122)
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D. Other Railroad Equipment Plants
Darnitsa Spare Parts Plant
The Dernitsa plant operated inefficiently for 18 months of 1951 and 1952,
failing to fulfill its quotas for 1951 (1) and the first 6 months of 1952.(13)
The plant was criticized in October 1952 for shipping poor spiral springs to
plants.(64)
Dnepropetrovsk Switch Plant
This plant was criticized in September 1952 for constantly failing to ful-
fill its quotas.(11)
Moscow Railroad Car Brake Plant
The brake plant's engineers have designed a new air brake valve, the MTZ-
135, which can be installed on either freight or passenger cars, and can cut
braking distance by 20 percent. In the latter part of October 1952, the plant
was preparing to start series production of this equipment in 1953.
Plant engineers have also designed an electropneumatic brake for long-dis-
tance passenger trains.(123)
Moscow "Krasnyy Put"' Plant
This plant exceeded its 1951 quota.(1)
Marom Switch Plant
The Murom plant fulfilled its quota for the first 10 months of 1952.(2)
Nizhnedneprovsk 3wit~h Plant -
This plant has been fulfilling its quotas, but it has been criticized for
poor quality of work.
It exceeded its 1951 quota (1) and fulfilled its quota for the first 8
months of 1952.(9) Between 1 and 7 September 1952, it delivered above quota
hundreds of thousands of rubles worth of material to the railroads.(124)
However, in July 1952 it was criticized for having m de poor switches for
see time. Switches produced by the plant break down in less than 2 months.(36)
In August 1952, switches built by the plant had to be refused by the inspector
of the Ministry of Railways USSR because of defective work.(6h)
The plant was also criticized in September 1952 for failing to fulfill its
quota for shipping scrap up to that time.(30)
Novosibirsk Switch Plant
The Novosibirsk plant operated inefficiently during 1951 and 1952. It failed
to fulfill its quotas for 1951 (1) and the first 11 months of .1952.(25)
It has been criticized for making poor-quality switches for some time.
Switches produced by the plant break down less than 2 months after they are in-
stalled. (36 )
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Petukhovo Switch Plant
IFebruary 1952, the plant's production costs in casting operations were
still ns..(7)
Yaroslavl' Railroad Car Brake Plant
Zaporozh'ye Machine Shop
This enterprise operated satisfactorily in 1951, exceeding its yerrly
quota.(1)` It also fulfilled its quota for the first 6 months of 1952.(13)
"Putcyets" Plant
In February 1951, the punt was producing rail anticreepers.(125)
SOURCES
1. Moscow, Gudok, 10 Jan 52
2. Ibid., 11 Nov 52
3. Ibid., 5 Jun 52
4. Ibid., 30 Nov 51
5. Ibid., 25 Jan 52
6. Ibid., 11 Jan 52
7. Ibid., 21 Feb 52
8. Ibid., 14 Ju 52
9. Ibid., 10 Sep 52
10. Ibid., 1 Mar 52
11. Ibid., 11 Sep 52
12. Ibid., )1 May 52
13. .Ibid., 9 Jul 52
14. Ibid., 9 Dec 52
15. Ibid., 19 Oct 51
16. Ibid., 23 Jan 52
17. Ibid., 28 Dec 51
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18.
Ibid.,
7 Dec 51
19.
Ibid., 22 Jun 52
20.,
Ibid.,
17 Dec 52
21.
Ibid.,
1 Nov 52
22.
Ibid.,
31 Jan 52
24., Moscow, Pravda, 19 Feb 52
25. Gudok, 11 Dec 52
26. Ibid., 16 Aug 52
27. Ibid., 23 Nov 52
28. Ibid., 19 Dec 52
29. Kiev; Pravda Lricrainy; 7.3 Jan 53
30. Gudok, 6 Sep 52
31. Ibid., 13 Jul 52
32. Ibid., 12 Jun 52
33. Ibid., 9 Jan 52
34. Ibid., 3 Sep 52
35. Ibid., 25 Oct 52
36. Ibid., 8 Jul 52
37. Ibid., 18 Apr 52
Pravda Ukrainy, 17 Apr 52
Gudok, b Feb 52
40. Ibid., 15 May 52
41. Riga, Sovetskaya Latviya, 15 Feb 52
42. Gudok, 4 Oct 51
43. Ibid., 20 Sep 52
44. Ibid., 3 Dec 52
45. Ibid., 11 Feb 51
46. Ibid., 29 Dec 51
47. Tashkent, Pravda Vostoka, 31 Aug 52
27 -
.CM=EHTIAL
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48. Tbilisi, Zarya Vostoka, 24 May 52
49. Ibid., 29 Aug 52
50. Ibid., 26 Feb 52
51. Ibid., 28 Dec 51
52. Ibid., 2 Jul 52
53. Gudok, 9 Oct 52
54. Moscow, Trud, 5 Oct 52
55. Gudok, 17 Aug 52
56. Ibid., 9 Feb 52
57. Ibid., 27 Nov 52
58. Pravda. 13 Feb 52
59. Gudok, 24 Jun 52
60. Ibid., I. Jun 52
61, rb*d., 29 Aug 52
62. Alms-Ata, Kazakhstanskaya Pravda, 5 Nov 52
63. Moscow, Za Ekonomiyu Materialov, Aug 52
64. Gudok, 24 Oct 52
65. Pravda, 10 May 52
66. Ibid., 23 Jun 52
67. Gudok, 25 Sep 52
68. Ibid., 22 Apr 52
69. Ibid., 2j Jun 52
70. Trud, 16 Aug 52
71. Kishinev, Sovetskaya Moldaviya, 15 Feb 52
72. Petrozavodsk, Leninskoye Znamya, 19 Nov 52
73. Gudok, 12 Feb 52
74. Ibid., 2 Mar 52
75. Ibid., 23 Dec 52
76. Moscow, Izvestiya, 17 Apr 52
77. Pravda, 14 Feb 52
CONFIDENTIAL
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78. Leningradskaya Pravda, 3 Dec 52
79. Sovetskaya Latviya, 21 Mar 51
80. Gudok, 22 Dec 51
81. Moscow, Lesnaya Promyrehlennost', 7 Oct
82. Moscow, Vechernyaya Moskva, 20 Oct 52
83- Moscow, Moskovskaya Pravda, 10 Jul 52
84. Gudok, 29 Feb 52
85. Ibid., 20 Jul 52
86. Ibid., 10 Feb 52
88. Gudok, 25 Jul 52
89. Ibid., 7 May 52
91. Ibid., 23 Mar 52
92. Ibid., 3 Jul 52
93. Ibid., 22 Aug 52
94. Ibid., 14 Sep 52
95. Ibid., 30 Dec 52
96. Ibid., 25 May 52
97. Ibid., 21 Jun 52
98. Ibid., 13 Sep 52
99. Ibid., 7 Dec 52
100. Ibid., 30 Jul 52
101. Ibid., 21 Sep 52
102. Ibid., 9 Apr 52
103?. Ibid., 13 Jun 52
104. Sovetskaya Latviya, 1 Feb 52
105. Gudok, 16 Mar 52
106. Vechernyaya Moskva, 21 May 52
107. Gudok, 26 Aug 52
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a
108. Izvestiya, 17 May'52
109. Frunze, Sovetskaya Kirgiziya, 9 Dec 52
110. Sovetskaya Moldaviya, 29 Oct 52
111. Gudok, 29 Mar 52
112. Vechernysya Moskva, 2 Sep 52
113. Gudok; 29 Apr 52
114. Ibid., 6 Nov 52
115. Pravda U1 ainy, 24 Sep 52
116. Gudok, 5 Feb 52
117. Ibid., 24 Apr 52
118. Moscow, Komsamol'skaya Pravda, 2 Oct 52
119. Vechernyaya Moskva, 4 Jul 52
120. Gudok, 2 Sep 52
121. Ve.hernyaya Mosirva, 16 Dec 52
122. Gudok, 22 Oct y2
123.? Vechernyaya Moskva, 27 Oct 52
1214.. Gudok, 7 Sep 52
125. Ibid.?,7 Feb 51
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