RAILROAD CONSTRUCTION IN THE USSR, 1946-60

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP79R01141A000800130002-6
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 50
• Document Creation Date: December 23, 2016
• Document Release Date: August 13, 2013
• Sequence Number: 2
• Publication Date: September 18, 1957
• Content Type: REPORT

Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6 (-7
ThteR-EL
N? 3
ECONOMIC INTELLIGENCE REPORT
RAILROAD CONSTRUCTION
IN THE USSR, 1946-60,
AND PROSPECTS THROUGH 1970
CIA/RR 98
18 September 1957
CENTRAL INTELLIGENCE AGENCY
OFFICE OF RESEARCH AND REPORTS
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
WARNING
This material contains information affecting
the National Defense of the United States
within the meaning of the espionage laws,
Title 18, USC, Secs. 793 and 794, the trans-
mission or revelation of which in any manner
to an unauthorized person is prohibited by law.
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
-E -C -R -E-T
ECONCYZEC INTELLIGENCE REPORT
RAILROAD CONSTRUCTION IN THE USSR, 1946-60,
AND PROSPECTS THROUGH 1970
CIA/RR 98
(ORR Project 47.1068)
CENTRAL INTELLIGENCE AGENCY
Office of Research and Reports
S -E-C .-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
CONTENTS
Page
Summary and Conclusions
I. Introduction
II. Volume of New Construction, 1946-60
1
2
7
A. Fourth Five Year Plan (1946-50)
7
B. Fifth Five Year Plan (1951-55)
10
C. Sixth Five Year Plan (1956-60)
13
III.
Capital Investment in New Construction, 1946-60
? .
16
IV.
Postwar Construction Practices, 1946-60
18
A. Fourth Five Year Plan (1946-50)
21
B. Fifth Five Year Plan (1951-55)
21
C. Sixth Five Year Plan (1956-60)
22
V.
Prospects for Future Construction, 1961-70
23
Appendix A. Progress Chart
Appendix B. Unusual Construction Projects 27
Appendix C. Methodology
Appendixes
25
29
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Tables
Page
1. Length of Railroad Lines Completed and Planned for Com-
pletion During the Fourth Through the Eighth Five Year
Plans in the USSR, 1946-70 3
2. Share of Railroad Track Laid by Forced and Free Labor
During the Fourth, Fifth, and Sixth Five Year Plans
in the USSR, 1946-60 5
3. Cumulative and Added Carryover of New Railroad Construc-
tion During the Fourth Through the Seventh Five Year
Plans in the USSR) 19146-65 6
4. Track Laid and Sectors Completed on Individual Railroad
Lines During the Fourth Five Year Plan in the USSR,
1946-50 8
5. Track Laid and Sectors Completed on Individual Railroad
Lines During the Fifth Five Year Plan in the USSR,
1951-55
11
6. Estimated Length of Track Laid and Sectors Completed
on Individual Railroad Lines During the Sixth Five
Year Plan in the USSR, 1956-60 14
7. Estimated Capital Investment in New Railroad Line
Construction Compared with Total Volume of Construction
and Installation Work During the Fourth, Fifth, and
Sixth Five Year Plans in the USSR, 1946-60
17
8. Estimated Annual Capital Investment in New Line Con-
struction as a Share of Total Capital Investment for
Railroads During the Fourth, Fifth, and Sixth Five
Year Plans in the USSR, 19146-60 19
9. Prospective New Railroad Lines To Be Constructed During
the Seventh and Eighth Five Year Plans in the USSR,
1961-70
? - iv -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
24
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
10. First-Stage Construction by Forced Labor on Railroad
Lines During the Fourth and. Fifth Five Year Plans
In the USSR, 1946-55
Page
30
11. Time Interval Between Passage of the First Train and
Official Completion of New Railroads on Selected
Lines in the USSR 31
12. Relationship Between Volume of Earthwork and Total Cost
of Construction in Railroad Construction in the USSR . 32
13. Derivation of Average Volume of Earthwork per Kilometer
of Railroad Construction on Major New Railroads
Planned for Construction During the Fourth Five Year
Plan in the USSR, 1946-50 33
14. Derivation of Average Cost of New Railroad Construction
During the Sixth Five Year Plan in the USSR by Map
Study of Terrain Conditions, 1956-60 34
15. Computation of Final Average Cost of New Railroad
Construction During the Sixth Five Year. Plan
in the USSR, 1956-60 36
16. Capital Investment in New Railroad Construction and
Volume of Uncompleted Work During the Fourth, Fifth,
and Sixth Five Year Plans in the USSR, 1946-60 . . . .
38
17. Derivation of Annual Investment in New Railroad
Construction During the Fourth, Fifth, and Sixth
Five Year Plans in the USSR, 1946-60 39'
- v -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Illustrations
Following Page
Figure 1. USSR: Annual Railroad Track Laid and
Lines Completed, 1946-60 (Chart)
Figure 2. USSR: Progress of Construction on
Individual Railroad Lines, 1946-60
(Chart) 26
Figure 3. USSR: Railroad Construction Progress,
1946-60 (Map)
- vi -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Inside
Back Cover
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
CIA/RR 98 S-E-C-R-E-T
(ORB Project 47.1068)
RAILROAD CONSTRUCTION IN THE USSR, 1946-60,
AND PROSPECTS THROUGH 1970*.
Summary and Conclusions
The USSR has initiated a program of long-range development of its
railroad network with major emphasis in the eastern areas** of the
country. During the period of the Fourth and Fifth Five Year Plans
(1946-50 and 1951-55, respectively) the USSR was unwilling to devote
sufficient resources to new railrgad construction to insure Plan ful-
fillment. Since the start of the Sixth Five Year Plan (1956-60),
this policy has been changed, and the tempo of railroad construction
has significantly increased.
The development of railroads in the eastern areas of the USSR,
which started during World War II, has continued in the Fourth Five
Year Plan. This Plan called for a 4,000-kilometer (km) South Siberian
Main Line, new connections to Central Asia, and numerous shorter lines.
Schedules were not met, however, and the completion of these lines be-
came one of the primary goals of the Fifth and Sixth Five Year Plans.
About 75 percent of these lines have now been completed, and most of
the remainder are under construction. During the period from 1946
through 1956, 84 percent of all lines completed and put into operation
in the USSR were located in the eastern areas. Present plans and sur-
veys for future lines indicate that the emphasis on railroad construc-
tion in the east will continue at least through 1970.
The quality of construction on new main lines in the USSR at the
rpresent time approaches the standards for similar lines in the US.
Railroads built by the USSR in the early postwar years were often
poorly constructed, even by Soviet standards of that time. During
1946-56, various measures were taken which improved the quality of
construction -- forced labor was gradually replaced by free labor,
modern machines and equipment were introduced, and the quality of
construction materials was ordered to be improved.
* The estimates and conclusions contained in this report represent
the best judgment of ORB as of 1 June 1957.
** Including the Urals, Central Asia, Siberia and the Far East.
.S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
The absolute length of new railroads completed and put into opera-
tion during the Fourth Five Year Plan averaged 440 km per year. This
amount has increased gradually, and during the Sixth Five Year Plan
it should reach an annual average of 1,300 km.* It is estimated that
new railroad construction will continue at about this rate during
1961-70.
I. Introduction.
This report covers the construction and planned construction of
new railroads in the USSR from 1946 through 1960** and prospective
plans for construction through 1970. All broad-gauge main lines
more than 50 km in length are included,*** but reconstruction, repair
and maintenance, double tracking, electrification, station tracking,
sidings, and narrow-gauge lines are excluded. xxxx
Soviet statistics on railroad construction deal with two general
stages of construction: first-stage construction and second-stage
construction. First-stage construction requires about 53 percent of
the total capital investment in railroad construction 2/ and includes
all work from basic planning and survey through the laying of track.
A new line is usually opened for "temporary" operation at the con-
clusion of this stage. Many lines, particularly those built by forced
labor, have been carried through this stage of construction and have
* For length of lines completed and put into operation or planned,
see Table 1, p.3 , below.
** The railroad system of the USSR contained 112,868 route-kilo-
meters of main-line railroad on 31 December 1945.
Route-kilometers measure
the length of main-line railroad, either single or double track.
The 112,868 km include about 4,260 km of narrow-gauge lines, most of
which were added to the Soviet network when the USSR seized eastern
Poland, the Baltic republics, and South Sakhalin. Some of these
lines have now been converted to Soviet standard gauge.
*** The Salekhard-Igarka-Dudinka and the Pobedino-Okha broad-gauge
lines are not included in the body of this report, but are discussed
in Appendix B, p. 27, below.
xxxx See Appendix B for a 1.--ief description of the narrow-gauge lines
in the "new lands."
-2 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
50X1
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
been operated on a temporary basis since then. These lines have
never been fully completed and are not considered part of the rail-
road system by Soviet authorities, although many carry regular traffic.
Second-stage construction consumes the remaining 47 percent of the
capital investment in railroad construction and includes the construc-
tion of communications lines, service buildings, water supply, energy
supply, housing, cultural and communal building, and other ancillary
work. Under normal conditions, this stage in construction of Soviet
railroads follows immediately after the first stage and takes an
average of 15 months to complete.* "Completion and putting into opera-
tion"** occurs only after the end of both stages of construction.
Plan directives, Plan fulfillment reports, and announcements of
the acceptance of new lines into the railroad network are all con-
cerned with railroads which have been officially completed. The
total length of new railroad lines officially completed and accepted
by the railroad systems during the Fourth and Fifth Five Year Plans
and estimates of future completions through the Eighth Five Year
Plan in the USSR, 1946-70, are shown in Table 1.
Table 1
Length of Railroad Lines Completed and Planned for Completion
During the Fourth Through the Eighth Five Year Plans in the USSR
1946-70
Kilometers
Five Year Plan
Fourth (1946-50) (completed)
Fifth (1951-55) (completed)
Sixth (1956-60) (planned)
Seventh and Eighth (1961-70)
(prospective)
Length a/
2,200 hi
3,100 2/
6,500 di
10,200 2/
a. Figures rounded to nearest hundred kilometers.
b. See Table 4, p. 8, below.
c.
d. g/./
e. A minimum. See Table 9, p. 21f, below.
See Appendix C, Table 11, p. 31, below.
Hereafter referred to as official completion.
- 3 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6 ?
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Estimates of the length of track laid (volume of construction)
and planned in each year, 1946-60, for the two stages of railroad
construction work are shown in the chart) Figure 1.* The volume of
first-stage construction work (shown in Figure 1 as Track Laid) on
individual railroad lines in each year, 1946-60 is shown in the
chart, Figure 2.** The annual increments of second-stage construc-
tion (shown in Figure 1 as Lines Completed) have been derived from
analysis of Five Year Plan official completion figures XXX and from
evaluation of the general trend of railroad construction. Although
the estimated length of lines accepted in any 1 year may be in-
accurate, the 5-year totals for the periods 1946-50) 1951-55, and
1956-60 are considered to be accurate to the nearest hundred kilo-
meters.
During World War II and throughout the Fourth Five Year Plan,
large numbers of prisoners of war, Russian political prisoners,
and Soviet troopsxxxx were employed in railroad construction in
the USSR. These lines usually were built to a stage where temporary
operation was possible and then were maintained and operated in that
condition -- that is, no more than the first stage of construction
was completed.
During the Fifth Five Year Plan the use of forced labor gradually
diminished and its composition changed, so that by the end of the
Plan Soviet troops constituted the vast majority of forced labor.
These troops were nearly all working on the 710-km section of the
Trans-Mongolian Railroad between Ulan Bator and Erh-lien, which was
rushed to completion in 2 years./ 2/ Work on this line (completed
on 2 January 1956) accounted for about three-fourths of all work done
by forced labor during the Plan.
Forced labor is expected to play little part in railroad construc-
tion during the Sixth Five Year Plan. All known new lines are being
* Following p. 4.
** Following p. 26.
*** See Tables 4, 5, and 6, pp. 8, 11, and 14, respectively,
below.
xxxx Soviet Any troops used in new railroad construction are con-
sidered to be forced labor throughout this report.
/ See the map, Figure 3, inside back cover. The use of troop labor to
expedite construction of this line may indicate that Soviet military authori-
ties were interested in the project.
-k -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13: CIA-RDP79R01141A000800130002-6
2200
2000
1800
1600
1400
1200
U.1
1000
0
800
600
400
200
SECRET
USSR
ANNUAL RAILROAD TRACK LAID AND LINES COMPLETED
1946-60
Figure 1
I
1
i
I
1
/
1
I
/4
/
1
1.
1
/
1
1
1
/
1
..
1
1
1
1
1
ANNUAL
TRACK
LAID
........
? ...it
- /
'. ........
..
.
//
/
/
/
..
\/
/
_...??????#.
I
g????? ??????????
woo..
\
\e/1
/
....
MANNUAL
COMPLETION OF
LINES
ESTIMATED
PLAN
1946 1947 1948 1949 1950 1951 1952 1953 1954
25918 7-57
SECRET
1955
1956
1957
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13: CIA-RDP79R01141A000800130002-6
1958
1959
1960
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
built by civilian
port Construction
free labor during
USSR, 1946-60, is
S-E-C-R-E-T
construction organizations of the Ministry of Trans-
. The share of railroad track laid by forced and
the Fourth, Fifth, and Sixth Five Year Plans in the
shown in Table 2.
Table 2
Share of Railroad Track Laid by Forced and Free Labor
During the Fourth, Fifth, and Sixth Five Year Plans in the USSR
1946-60
Total
Forced Labor
Free Labor
Track Laid
Kilo-
Percent
Kilo-12/ 1
Percent
Five Year Plan
(Kilometers)
meters
of Total
meters E/
of Total
Fourth (1946-60)
4,539 a/
2,211
49
2,328
51
Fifth (1951-55)
4,041 2/
1,157
29
2,884
71
Sixth (1956-60)
5,403 fi
Negligible
5,403
100
a.
b.
C.
d.
e.
f.
Including Soviet Army labor.
See Appendix C, Table 10, p. 30 ) below.
Residual.
See Table 4, p. 8, below.
See Table 5, p. 11, below.
See Table 6, p. 14, below.
Some uncompleted work, or carryover,* must be brought over from
Plan to Plan in any continuing construction program, and railroad con-
struction practice in the USSR requires about 15 months (see Appendix C,
Table 11**) to complete second-stage construction after the track has
* Carryover is the term given to all work on a construction project
which remains to be done at the end of a Five Year Plan (or any selected
period) and must be carried over into the next. For the purposes of
this report, carryover is defined as the requirements of second-stage
construction. First-stage construction which was left uncompleted at
the end of a Plan (that is, some work done but track not yet laid) has
not been included in carryover but has been entirely charged to the
following Plan.
** P. 31, below.
- 5 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
been laid. Thus if construction continues uninterruptedly to comple-
tion, uncompleted work should roughly equal the value or volume of
work necessary to carry out second-stage construation on that length
of track laid during the last 15 months of a Plan.
As shown above, much of the new railroad construction in the USSR
during World War II was done by forced labor. As a result, on 1 Jan-
uary 1946, 1,796 km of lines were in temporary operation, and thus
the Fourth Five' Year Plan started with a large carryover. Both the
cumulative and newly added carryover of new railroad construction
during the Fourth through the Seventh Five Year Plans in the USSR,
1946-65, are shown in Table 3.
Table 3
Cumulative and Added Carryover of New Railroad Construction
During the Fourth Through the Seventh Five Year Plans in the USSR
1946-65
Kilometers
Five Year Plans
Cumulative carryover at
Fourth
(1946-50)
Fifth
(1951-55)
Sixth
(1956-60)
Seventh
(1961-65)
the beginning of Plan
1,796
2/
4,o94 -2/
5,075
2/
3,998 2/
First-stage construction
4,539
2/
4,o41 q/
5,403
2/
N.A.
'Second-stage construction
2,241
2/
3,060 2/
6,48o
2/
N.A.
Carryover added f/
2,298
981
-1,077
N.A.
a. Track laid during World War II.
b. Algebraic sum of "Cumulative carryover" at beginning of previous
Plan and "Carryover added" during previous Plan.
c. See Table 4, p. 8, below.
d. See Table 5, p. 11, below.
e. See Table 6, p. 14, below.
f. Difference between "First-stage construction" and "Second-stage
construction" -- positive when "First-stage construction" is greater,
negative when "Second-stage construction is greater.
- 6 -
S-E7C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
During the Fourth Five Year Plan) because of the availability of
large numbers of forced laborers, the USSR laid hundreds of kilo-
meters of new track into remote areas in apparent anticipation of
future development. Most of these lines were completed only to
the stage of temporary operation and have been operated on that basis
since. Without forced labor it is probable that many of these lines
would not have been built.
AS the number of forced laborers diminished, the volume of work
performed by them decreased during the Fifth Five Year Plan. As a
result, only a "normal" carryover of 981 km developed during this
Plan.
The directives of the Sixth Five Year Plan announced that about
6,500 km of new railroad lines are to be completed in 1956-60. Y
The actual construction of new track will be only 5,403 km (see
Table 6*), and the balance of planned completions will be from the
carryover of lines now in temporary operation. It is significant
that, even with a substantial reduction during the Sixth Five Year
Plan, the cumulative carryover at the beginning of the Seventh Five
Year Plan will be about 4,000 km.
II. Volume of New Construction, 1911.6-60.
A. Fourth Five Year Plan (19)e6-50).
The USSR planned to construct and put into operation 7,230 km
of new railroad during the Fourth Five Year Plan. 7./ The amount of
track laid and sectors completed on individual railroad lines during
this Plan in the USSR, 1946-50, is shown in Table 4.** The Fourth
Five Year Plan was fulfilled by only 31 percent with the official com-
pletion of only 2,241 km. The failure to meet the planned goals is
pointed up even more by the fact that only 445 km of this amount were
made up of lines started during the Fourth Five Year Plan. The remain-
ing 1,796 km officially completed were made up of second-stage con-
struction work on lines carried over from World War 11. g/
During the Fourth Five Year Plan, new tracklaying was carried
out on 4)539 km of new railroads. As shown in Table 2, XXX forced
labor was relied upon for the completion of almost half of this work.
* P. 14, below.
** Table 4 follows on p. 8.
*** P. 5) above.
- 7 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Table 4
Track Laid and Sectors Completed on Individual Railroad Lines
During the Fourth Five Year Plan in the USSR
1946-50
Kilometers
Line
Track Laid 21*
Official
Completions
Akmolinsk-Ravlodar
Artyshta-Chesnokovka
Barnaul-Kulunda 12/
Bystrovka-Rybachlye 2/
Chardzhou-Kungrad
Dudinka-Norillsk
350
195
65
370
4o
78 1/
212 2/
Dzharthul - Chulak-Tau 2/
70
98 f/
Fedorovka - Kakhovka - Snigirevka E/
31
Irkutsk-Slyudyanka
130
Ishimbay-Yermolayevo
98
98 12/
Izvestkovyy-Urgal 1/
350 2/
Kizel'-Molotov
126
Komsomol'sk - Sovetskaya Gavan' 1/
454 y
Kamsomol'sk-Nikolayevsk
130
Kostroma-Galich
125
Kozhva-Vorkuta 1/
458 1/
Lokotl-Leninogorsk 1/
336 2/
Magnitogorsk-Kuybyshev region 12/
Magnitogorsk-Sibay-Baymak b/
Miass-Kyshtym
85
Mikhaylovskiy-Semipalatinsk 12/
Mointy-Chu
387
Morozovskiy-Kuberle
150
Murmansk-Pechenga-Nikel' g/
30
Naushki - Ulan Bator
350
Reshety-Boguchany
80
Seyda-Labytnangi
175
Shuya-Il'ino 2/
Sossva-Alapayevsk 2/
6o
157 1/
Stalinsk-Abakan
80
* Footnotes for Table 4 follow on p. 9.
- 8 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Table 4
Track Laid and Sectors Completed on Individual Railroad Lines
During the Fourth Five Year Plan in the USSR
1946-50
(Continued)
Kilometers
Official
Line Track Laid Completions
Syzrani-Kuybyshev 1.i/ 4o
Tayshet-Osetrovo c 600
Urgal-Komsomol'sk 470
Ust'-Kamenogorsk - Zyryanovsk 87
Shaygino-Vakhtan-Sharlya 25
Vorkuta-Kara 150
Suoyarvi-Yushkozero g/ 15
Yerevan-Sevan 25
Total
4,539 2,2i-1
a. See Appendix A, Figure 2, following p. 26.
b. Planned, but not started, during the Fourth Five Year Plan
(1946-50).
c. Some track laid before 1 January 1946.
d.
e. Estimated.
g. Probably not in original Plan directives; added later.
i. In temporary operation before 1 January 1946.
j? 1?/
The track laid by free labor was mainly concentrated on segments of
the South Siberian Main Line between Akmolinak and Abakan, on the
lines Mointy-Chu and Chardzhou-Kungrad in Central Asia and Kazakhstan,
and on scattered shorter lines throughout the country. Progress on
these lines was very slow, and of these lines only a 212-4um sector of
the Chardzhou-Kungrad line was completed. None of the lines, includ-
ing Chardzhou-Kungrad, were opened for through traffic, even on a
temporary basis during the Plan.
- 9 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Some of the factors leading to the failure to complete new
lines were as follows: (1) much of the available free labor was
used in Carrying out second-stage construction on the 1,796 km of
lines laid during World War II; (2) reconstruction of war-damaged
lines in the western USSR received first call on men and material;
and (3) the Plan seems to have been a statement of maximum aims
rather than of expectations.
Most of the track laid by forced labor during the Fourth
Five Year Plan was located in the eastern areas. These lines, not
urgently needed, were built slowly, and construction was of low
quality. Roadbeds, bridges, and tracks were built to minimum speci-
fications, and lines were only put into temporary operation. These
lines generally had not been completed at the end of 1956 and are
still operating on temporary status.*
B. Fifth Five Year Plan (1951-55).
The goal of the Fifth Five Year Plan in the USSR was con-
siderably scaled down from that of the Fourth Five Year Plan and
had as its main objective the completion of the major lines started
during the Fourth Five Year Plan. The goal for completions was not
given, but the statement was made that approximately 2.5 times more
lines would be completed during 1951-55 than during 1946-50 11/ --
that Is, about 5,600 km.**
Official completions again fell short of the estimated Plan
of 5,600 km, in spite of the fact that many of the lines scheduled
for completion were in the final stages of construction when the
Plan started. The amount of track laid and sectors completed on in-
dividual railroad lines during the Fifth Five Year Plan in the USSR,
1951-55, is shown in Table 5.xxx Official completions reached about
3,100 km, 15J or 55 percentxxx* of the estimated Plan. Tracklaying
* The exception to this statement is the Trans-Mongolian Rail-
road. The first sector, Naushki - Ulan Bator, was built during the
Fourth Five Year Plan and completed early in the Fifth. The second
sector, Ulan Bator - Erh-lien, was built and completed during the
Fifth Five Year Plan. Both sectors were built mainly by forced labor.
** Computed by multiplying 2,241 km by 2.5.
*** Table 5 follows on p.
xxxx Computed.
-10 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
50X1
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Table 5
Track Laid and Sectors Completed on Individual Railroad Lines
During the Fifth Five Year Plan in the USSR
1951-55
Kilometers
Line
Track Laid
Official
Completions
Agryz-Bulgul'ma-Pronino-Surgut
Akmolinsk-Pavlodar 12/
Artyshta-Chesnokovka hi
Alasuskiy-Karazhal
Barnaul-Kulunda
Bratsk GES (bypass)
Chardzhou-Eungrad b
Dudinka-Noril'sk b
Fedorovka-Kakhovka-Snigirevka b/
Eherson-Nikolayev
Ehodorov-Stanislav
KizelLMolotov 12J
Kokchetav-Kaymanachikha
Kurgan-Peski
Kustanay-Dzhetygara
L'vov-Uzhgorod
Magnitogorsk-Sibay-Baymak
Mointy-Chu hi
Morozovsk-Kuberle h/
Murmansk-Pechenga-Nikel, b/
Omsk-Karasuk-Barnaul
Reshety-Boguchany h/
Stalinsk-Abakan bi
Syktyvkar-Mikun'
SyzranI-Kuybyshev 12./
Ulan Bator - Chinese Border (Erh-lien) ii
Uritskoye-Peski-Volodarskoye
Ust'-Kamenogorsk - Zyryanovsk
Vorkuta-Kara )21
Suoyarvi-Yushkozero hi
255
88
5
60
343
30
257
60
193
35
77
32
80
200
47
138
150
60
25
190
20
105
260
100
138
710
50
88
6o
125
438 si
200 d/
343 2,/
309 f/
154 g/
109 hi
447 2/
175
710 h/
175 f/
Footnotes for Table 5 follow on p. 12.
- 11 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Table 5
Track Laid and Sectors Completed on Individual Railroad Lines
During the Fifth Five Year Plan in the USSR
1951-55
(Continued)
Kilometers
Official
Line Track Laid 2/ Completions
Yerevan-Sevan hi
Yermolayevo-Chkalov hi
Yesilt-Turgay
Total
15
35
10
4041
3,060
a. See Appendix A, Figure 2, following p. 26.
b. Construction started during Fourth Five Year Plan (1946-50).
c. 161
d. 171
e. Li
f ? 12/
E2j
j. Outside Soviet borders.
on new lines reached 4,041 km during the Fifth Five Year Plan, slightly
less than the length of track laid during the Fourth Five Year Plan.
In spite of this drop in track laid, the actual capability of free labor
increased. The length of track laid by forced labor dropped to 1,157 km,
but free labor laid 2,884 km (see Table 2*). In addition, second-stage
construction, which was mainly done by free labor, increased from
2,241 km to 3,060 km.
* P. 5, above.
- 12 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
C. Sixth Five Year Plan (1956-60).
The directives of the Sixth Five Year Plan in the USSR call for
the construction and placing in operation of about 6,500 km of new rail-
roadj 21.1/ the first time since World War II that the length of lines
planned to be completed will exceed the length of new track planned to be
laid. The estimated length of track laid and sectors completed on indi-
vidual railroad lines during the Sixth Five Year Plan in the USSR, 1956-60,
is shown in Table 6.* During this Plan, 4,288 km of new lines will be
built,** and 981 km of carryover, continuing from the Fifth Five Year Plan,
will increase the total amount completed to 5,269 km. The 1,211 km***
necessary to meet the Plan goal of about 6,500 km will be made up by
completing some of the cumulative carryover accrued since 1946 (see
Table 3****).
The completion of lines from the cumulative carryover, some of
which have been on temporary operation status since 1950, is to take
place at a time when great economic development is going on in areas
served by these lines. Some of the lines now are carrying heavy loads
and merit the additional work needed to make them fully operational. An
additional benefit to the Soviet economy is found in the fact that these
lines can be officially completed at less than half the capital invest-
ment of totally new lines./ The USSR is thus able to set large new goals
for railroad completions during the Sixth Five Year Plan with only a
moderate expansion of the railroad construction force.
For the first time since World War II, prospects for fulfillment
of the new railroad construction goals are good. During the first year of
the Sixth Five Year Plan, 1956, about 1,200 km of track were laid on new
railroads (see Appendix A, Figure 2/7). The good showing in tracklaying was
somewhat offset by failure to complete second-stage construction. Only
416 km of lines were completed because of failure to construct housing and
cultural facilities for workers and other subsidiary installations. 33/
* Table 6 follows on p. 14.
** New track amounting to 5,403 km will be laid, but 1,115 km will be
carried over into the Seventh Five Year Plan (1961-65).
*** The estimated length of lines to be completed, 6,480 km less 5,269 km,
gives 1,211 km. See Table 6.
xxxx P. 6, above.
/ The initial investment in the firSt stage of construction on many
of these lines, generally built by forced labor, was possibly hidden in
the MVD budget.
// Following p. 26.
-13-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Table 6
Estimated Length of Track Laid and Sectors Completed
on Individual Railroad Lines
During the Sixth Five Year Plan in the USSR
1956-60
Kilometers
Line
Estimated ,
Track Laid L.1/*
Completions 12/
Achinsk-Abalakovo
258
Agryz - Bulgullma-Pronino - Surgut c/
8o
335
Aktogay-Gosgxanitsa (Dzhungarskiye Vorota)
308
308
Atasuskiy-Karazhal ?
14
74
Chardzhou-Kungrad 27
107
Dzhizak - Syr-Dar'inskiy
120
60
Fedorovka-Kakhovka-Snigirevka e/
_
70
Gurlyev-Astrakhan'
Irkutsk-Slyudyanka hi
330
130 1/
Kamensk-Ural'skiy - Krasnoufimsk
165
Kentau-Turkestan
70
Kherson-Nikolayev 2/
35
Khodorov-Stanislav 2/
77 kJ
Kizell-Molotov 2/
158 11
Kokchetav-Kaymanachikha
330
410
Krasnaya-Sopka - Goryachaya
55
55
Krasnoyarsk - Krasnoyarsk GES
150
Kurgan-Peski 2/
75
275
Kustanay-Dzhetygara 2/
171
218
L'vov-Uzhgorod 2/
17
155 mJ
Magnitogorsk-Abdulino
500
500
Miass-Uchaly
98
98
Mikunt-Mezen'
Lioo
150
Murmansk-Pechenga-Nikell e/
20
Novgorod-Kresttsy; Michurinsk-Sosnovo
100
100
Omsk-Karasuk-Barnaul c/
730
750
Omsk-Ekibastuzugoll ?
400
Pugachevsk-Balakovo
100
100
Seyda-Labytnangi h/
175
* Footnotes for Table 6 follow on p. 15.
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Table 6
Estimated Length of Track Laid and Sectors Completed
on Individual Railroad Lines
During the Sixth Five Year Plan in the USSR
1956-60
(Continued)
Kilometers
Line
Estimated ,
Track Laid 2J
Completions 12
Stalinsk-Abakan 2/
Syktyvkar-Mikun' s/
Tayshet-Osetrovo 12/ (including new Bratsk GES
bypass si)
Uritskoye-Peski-Volodarskoye c/
Suoyarvi-Yushkozero
Yerevan-Sevan s/
Yermolayevo-Chkalov 2/
Yesil'-Turgay s/
100
187
120
200
30
60
215
44o
100
700
170
340
70
95
225
Total
2,403 6,48o
a. See Appendix A, Figure 2, following p. 26.
b. The estimates of completion are based on the status of construction,
Plan goals, and the relative importance of the line to the economy, unless
otherwise noted.
c. Construction was started during the Fifth Five Year Plan (1951-55).
e. Construction was started during the Fourth Five Year Plan (1946-50).
g. 21/
h. Tracklaying was completed during the Fourth Five Year Plan (1946-50).
1. LI
- 15 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S -E -C -R -E -T
During 1956 first-stage construction was rushed on many new lines in
order to provide access to new industrial sites. The construction force
was scattered and therefore could not be used most efficiently, which
undoubtedly contributed to the poor completion figure. Despite some
difficulties in 1956, the goal for completion of about 6,500 km of new
railroads in 1956-60 should be attained. If Additional difficulties
arise, or if a cutback occurs in capital investment for new railroad con-
struction, the official completion goal could still be attained. There
are included within the Sixth Five Year Plan about 900 km of lines which
could be postponed until the Seventh Five Year Plan with little harm to
the development program for the eastern areas.* The construction of
these lines could be replaced by the official completion of additional
lines from the still large cumulative carryover.** These lines would
have the advantage previously mentioned of requiring less than half of
the construction resources demanded by the construction of the new lines
which they would replace.
III. Capital Investment in New Construction, 1946-60.
The capital investment in new railroad construction for the period
1946-60 in the USSR has been calculated by applying the average cost of
construction per kilometer, in 1 July 1955 rubles: to the annual length
of new railroad construction for the same period. Terrain conditions,
the chief cause of variation in the cost of railroad construction, have
been used as the weight for derivation of average cost.***
The capital investment allocated for new railroad construction is
only a small part of the total volume of construction and installation
work carried out in the national economy, varying between 1.3 and 2.3 per-
cent of the total. The estimated capital investment in new line con-
struction compared with the total volume of construction and installation
work on railroads during the Fourth, Fifth, and Sixth Five Year Plans in
the USSR, 1946-60, is shown in Table 7,xxxx The importance of. new rail-
road construction, especially to the development of the eastern areas of
the USSR, is not indicated by the volume of capital investment.
* Among these lines are Gur'yev-Astrakhan' (330 km); Achinsk-
Abalakovo (258 km); and Mikuni-Mezene ('.loo km). Little or.no work was
done on these lines in 1956. See Appendix A, Figure 2, following p. 26.
** Lines estimated to be most likely to be put into operation if
needed are the following: Komsomol'sk-Urgal (470 km); Murmansk-
Pechenga-Nikel' (240 km); and Vorkuta-Kara (210 km).
*** For detailed methodology, see Appendix CI p. 291 below.
**** Table 7 follows on p. 17.
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13: CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Table 7
Estimated Capital Investment in New Railroad Line Construction
Compared with Total Volume of Construction and Installation Work
During the Fourth, Fifth, and Sixth Five Year Plans in the USSR
1946-60
Five Year Plan
Total Volume of Con- New Railroad Construction
struction and Instal-
lation Work / Capital Investment/ Percent
(Billion Rubles) 2/ (Billion Rubles) of Total
Fourth (1946-50) (completed)
208.2 2/
4.9
2.3
Fifth (1951-55) (completed)
394.8 11
5.0
1.3
Sixth (1956-60) (planned)
600.o 2j
8.3
1.4
a. 1 July 1955 rubles. For derivation, see Appendix C, Table 16, p. 38, below.
b. 321/
c. 25/
-17-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13: CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Fulfillment of the goals of the Sixth Five Year Plan for expansion
in the eastern areas largely depends upon the construction of the
new lines discussed in this report and the improvement of existing
lines (including double tracking, electrification, dieselization)
and modernization of signaling). Freight traffic on railroads in
the eastern areas of the USSR by 1950 had increased 91 percent above
? the level of 1940, but for the country as a whole it had increased
only 45 percent. (The average freight density on these lines is
about twice the national average, and on some lines it reaches eight
times the national average.) The planned economic expansion in these
areas will further increase the demands on railroads -- it is esti-
mated that by 1960 the freight traffic will be at least 2.5 times the
level of 1950.
The annual expenditure for new railroad construction remained
relatively stable at about 1 billion rubles from 1946 through 1955.
It is planned during the Sixth Five Year Plan to increase this ex-
penditure to a maximum of 2.1 billion rubles in 1959 and 1960. The
annual capital investment in new line construction as a share of
total capital investment for railroads during the Fourth) Fifth,
and Sixth Five Year Plans in the USSR, 1946-60, is shown in Table 8.*
It is probable that new railroad construction is done on orders
from Gosplan in accordance with plans for long-range development and
not for particular railroad systems. New lines are separate from
the existing railroads (except for physical links) until the time
when they are formally accepted into the railroad system. This is
true even for those lines carried for prolonged periods on a temporary
operation status.
IV. Postwar Construction Practices, 1946-60.
Railroad construction practices in the USSR have been undergoing
changes since 1946 which will probably continue through 1960. These
changes have occurred and are continuing to occur in the composition
of the railroad construction labor force, the degree of mechanization,
and the availability and quality of construction materials.
* Table 8 follows on p. 19.
-18-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 : CIA-pDP79R01141A000800130002-6
'
Table 8
Estimated Annual Capital Investment in New Line Construction as a Share of Total Capital Investment
for Railroads During the Fourth, Fifth, and Sixth Five Year Plans in the USSR
1946-60
Plan and Year
Total Capital Invest-
ment in Railroads,
(Billion Rubles) a./*
Capital Investment in
New Railroad Construction
(Billion Rubles) 12/
New Construction
as a Percent
of Total
Fourth Five Year Plan
(1946-50) 2/
1946
4.2
0.8
19
1947
4_8
0.9
19.
1948
5.9
1.0
17
1949
9.9
1.1
11
1950
9.8
1.1
11
Total
34.6
4.9
14.2
Fifth Five Year Plan
(1951-55) di
1951
9.0
1.0
11
1952
7.9
1.0
13
1953
9.0
0.9
lo
1954
9.4
0.9
lo
1955
9.7
1.1
11
Total
45.0
L22/
10.9
Fobtnotes for Table 8 follow on p. 20.
-19-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13: CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13: CIA-RDP79R01141A000800130002-6
Table 8
Estimated Annual Capital Investment in New Line Construction as a Share of Total Capital Investment
for Railroads During the Fourth, Fifth, and Sixth Five Year Plans in the USSR
1946-60
(Continued)
Plan and Year
Sixth Five Year Plan
Total Capital Invest-
ment in Railroads,
(Billion Rubles) af
Capital Investment in
New Railroad Construcion
(Billion Rubles) 12/
New Construction
as a Percent
of Total
(1956-60)
1956
12.6 fj
1.2
10
1957
N.A.
1.5
N.A.
1958
N.A.
1.6
N.A.
1959
N.A.
1.9
N.A.
1960
N.A.
2.1
N.A.
Total
70.0d
8.3
12.0
Grand total
14-9.6
18.1
12.1
a. 1 July 1955 rubles.
b. 1 July 1955 rubles. See Appendix C, Table 17, p. 39, below.
50X1
e Differs from Tables 7 and 16 because of rounding.
50X1
-20 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13: CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
A. Fourth Five Year Plan (1946-50).
During the Fourth Five Year Plan In the USSR, ambitious plans were an-
nounced for the completion of 7,230 km* of new railroad construction,
but the resources for this program were not provided. Because pri-
mary emphasis during this period was on the reconstruction of de-
stroyed and damaged lines and facilities in the western USSR, new
construction moved at a slow pace. The vast bulk of the work was
done by hand labor.** Even on the lines built entirely by free
labor, the heavy work of excavation, filling, and other roadbed con-
struction was carried out by the mass use of common labor. The more
experienced cadres and the available machinery were concentrated on
the construction of bridges, culverts, tunnels) and other work re-
quiring technical skills. It was stated that on the Chardzhou-
Kungrad line, "tens of thousands of kolkhozniks from the Chardzhou-
skaya, Khorezmskaya, and Tashauzskaya Oblasts and the Kara-Kalpak-
skaya ASSR participated in the construction of the roadbed ... .
Work was conducted by the tested method of people's construction." !Ili
Materials in use were based on prewar Soviet standards (un-
acceptable for main-line use in the US). The heaviest rail available
in the USSR was type R-43,*** la/ but this type was used mainly on
existing lines, and new construction received even lighter types.
Many untreated ties were used, and even those treated were often of
inferior quality. Many new lines were laid with minimal ballast and
some with no ballast whatever, although gravel ballast was mandatory
for official completion. 11.31 On lines laid by forced labor, even
poorer materials were used, such as even lighter or used rails, low-
quality ballast (or no ballast at all), and untreated ties.121/
The speed of construction generally was slow and the quality
of the completed work poor. "the entire 50X1
system of railroad line construction in the USSR seems like an im-
provisation."115./
B. Fifth Five Year Plan (1951-55).
During the Fifth Five Year Plan in the USSR a transition be-
gan. Heavy rail types R-50 and R-65**** were developed11.6./ and
* By comparison, the Sixth Five Year Plan calls for completion of
only about 6,500 km LI-2/ (see Table 1, p. 3, above).
** See I, p. 2, above.
*** R-43 rail weighs 43 kilograms per meter (86 pounds per yard).
**** R-50 rail weighs 50 kilograms per meter (101 pounds per yard),
and 11-65 rail weighs 65 kilograms per meter (130 pounds per yard).
- 21 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
gradually put into use, although type R-43 remained the most common
throughout the period. A similar improvement took place in other
materials late in the period of the Plan.
The composition of the labor force also changed greatly
during this period. Forced labor was gradually reduced, and
modern machinery was introduced on an increased scale. As a result,
the speed of construction increased, and the general quality of con-
struction improved. In spite of these improvements, however, serious
shortcomings continued to exist. In mid-1954, Kaganovich emphasized
the problems still facing railroad builders when he pointed out that
the acceptance of the Akmolinsk-Pavlodar Railroad into full opera-
tion was a "gross error" because of its low operational capacity.
He also gave numerous examples of lagging construction and stressed
the need for increasing the rate of construction. 111/
C. Sixth Five Year Plan (1956-60).
During the Sixth Five Year Plan in the USSR the transition
to the use of materials comparable to those of US standards should
be completed. Statements on the construction of new railroads dur-
ing this period emphasize the use of heavy rails (probably R-50)
laid on gravel ballast.* ILLY The use of precast reinforced concrete
for culverts, small bridges, track buildings) communications poles,
and track signals is becoming widespread. In addition) considerable
work has been done toward the development of practical prestressed
concrete ties. Although some difficulties have been encountered,
experimental sections of track are already testing such ties. L?9/
It was originally planned to produce and lay some 10 million of these
ties** during 1956-60. 52/ Although this figure will probably not
be reached, a large number of them should come into use during the
later years of the Plan.
R-50 rail came into use late in the period of the Fifth Five Year
Plan, on a limited basis, and R-65 has not as yet been widely used.
Both types approximate US weight standards, although the quality of
steel may be inferior.
* The use of heavy rails would be limited to new lines planned for
heavy traffic. Railroads of lesser capacity would receive lighter
rails.
** Sufficient for about 6,200 km of track.
-22 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Mechanization is now common in the construction of the new
railroads, and the mass use of hand labor in clearing and grading is
being decreased.* As in other fields, mechanization and increase in
productivity of labor are being stressed. On the Magnitogorsk -
Beloretsk-Abdulino line all earth moving is to be done by mechanized
processes, and the large embankments at the approaches to the Belays
and Dem Rivers will be done by suction dredges. 21/ Among the types
of equipment arriving at new construction sites are the following:
bulldozers, levelers, graders, tracklayers, excavators, mobile elec-
tric power stations, and concrete drying installations (for the
preparation of precast reinforced units). 22/
Emphasis on the use of precast reinforced concrete, the in-
creased use of modern machinery and equipment, the introduction of
new equipment, and the improvement in the qualifications of the
workers should continue through 1960.
V. Prospects for Future Construction, 1961-70.
Although only general indications have been given of plans for
railroad construction in the USSR beyond 1960, continued emphasis
on construction in the eastern areas seems certain. Many lines have
been mentioned as desirable, and two lines in particular are repeatedly
named, the Amur-Yakutsk Railroad 52/ and the Polunochnoye-Labytnangi
Railroad.** 214/ A recent article in the Soviet press 22/ on economic
development in the eastern areas included a small-scale map and several
pages of text on the prospects for new railroad construction in 1961-70.
The completion of these lines, some of which reach far into the areas
of permafrost and swamp land, seems at first glance to be overambitious.
They could be completed, however, by continuing the annual rate of con-
struction attained in 1956. The technical problems of railroad con-
struction over permafrost have already been solved by the USSR. The
cost of such a construction program would be high, but would not con-
stitute an excessive burden on the Soviet economy. Even under the
assumption that the average cost would equal 2.2 million rubles per
kilometer 2?/ -- an extremely high estimate -- the capital investment
required over a 10-year period would be only about 22 billion rubles.
Prospective new railroad lines to be constructed during the Seventh
and Eighth Five Year Plans in the USSR, 1961-70, are shown in Table 9-1***
* This process is not completed as yet, but has made considerable head-
way.
** Also called the Ural-Pechora Railroad.
*** Table 9 follows on p. 24.
- 23 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Table 9
Prospective New Railroad Lines To Be Constructed
During the Seventh and Eighth Five Year Plans in the USSR a/
1961-70
Kilometers
Line 12/
Approximate Length
Abalakova - Podkamennaya Tunguska - Yermakovo
Aleksandrov-Gay - Makat - KUngrad
Aral'sk-Dzhezkazgan
Balkhash-Aktogay
Bol'shoy Never - Yakutsk - Magadan
Kara-Amderma
Karaganda-Aktogay
Kaymanachikha-Karasuk
1)180
1,100
450
380
2)590
160
620
180
Lodeynoye Pole - Vytegra - Cherepovets
530
Mezen'-Arkhangel'sk
240
Polunochnoye-Labytnangi
920
Sevan-Kirovakan
6o
SoIikamsk-Ukhta
500
Syktyvkar - Verkhne-Kamskaya
280
Tayshet-Abakan
520
Uchaly-Magnitogorsk; Baymak-Sara
240
Yushkozero - Alakurtti (West Karelian Railroad)
220
Total
10,170
a. A limited amount of work already may have been carried out on some
of these lines.
b. 2/
c. Distances derived from 1:4,000,000 scale map.
-24 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
APPENDIX A
PROGRESS CHART
The following progress chart (see Figure 2*) shows the annual
progress of tracklaying on all major railroad construction projects
In the USSR in 1946-56 and gives estimates of planned annual track-
laying in 1957-60.
* Following p. 26.
- 25 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
50X1
Figure 2 50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13: CIA-RDP79R01141A000800130002-6
USSR: PROGRESS OF CONSTRUCTION ON INDIVIDUAL RAILROAD LINES, 1946-60
RAILROAD LINES
1946 1947
1948 1949 1950 1951 1952 1953 I 1954
1955 1956
1957 I 1958 I
1959 1960
Fedorovka-Kakhorke-SnIgIrevka
Yerretn-Sera
Ayr -Bugurma-Pronino-Sergut
Sooyani-Yushkorero
Murmansk-Nano-Nike
Norprod-Kresttsy-Michurinskoye-Sosnovo
Otosk-Elaroaul
Omsk-Ekibastoz-Upor
Miass-Kyshtyra
MagnItogarsk-SIbay-8tymak
Koon-Peski
Kostanay-Tobol-Dzhttygora
Miass-Uchaly
KarnenskAlrarskiye-Krasonfimsk
Sos.va-Alopayivsk
Kizer -Molotov
Pugachirsk-Volsk (8alakovo)
Geyer-Astrak
Kuybyshev-Syran' han'
Cog ma-Galich
Shaygino-Vakhten-Shar 'yo
Kuberle-Morozovsk
Chertlzhoo-Konend
Artyshta-Chesnokorka
Kolunda-Bam aul
Komsomorsk-Nikoleyersk-ne?Amore
Urgal-Kommorsk
Nosh1.1-Ulan-llator-Vang-Pei (Erhlien)
Irkutsk-SATS
Mointy-Orn
gystrovka-Rybach'ye
Ust' Kamenononl-Zyryaftorsk
Clzhambol-Oulak-Tau
Aktogay-GosmoRsa (Dzhnorskiye Vorota)
Knsnoyarsk-Krasnoyarsk GES
AthInsk-Abalokora
Reshery-Relehor
Krum. Sankt -Goryachaya
Kherson-Nikolayev
Dzhizak-Syr-DarinskIy
Kenna-Tuft-Min
Ishimbay-Yermalaytato-Chkalor
Magnitonorsk-Belortesk-Abdolino
L'vor-Uthgorod
Khodorov-StanIstar
Ak I' sk-P Aosta
Yesir -Tutor
Kokehetar-Kaymanatigkha
Uritskoye-Peski-Volodarskoye
Atasokly-Korazhat
Styria -Labith f
Vorkuti-Kan-Araderma
Sykereltat-MIkon -Koslan-Mezen'
Darlieka-NorIrsk
Stalinsk-Abakan
Tayshet-Lena
. . I
31 77 46 12/
35 35 64/
-1?

15
10 10
.
5 ?2,-f-
+
-I-
15
- + ---E-
25 - 30 I
15 15
_f_
?
50 ?
100 50 1 50
30
6-1/
40
--4-
1
+
25 25 1 25
25 25 1 40
40
40
i i
?
30 30 40 . 40 I
40 40 20 ,o1/
I
+ + -
1.
I-
25 25
25 25!'
?
20 150
80 150
150 200.3U
I
1 I
I
100
150 150
20 30 .
35 "
I 1
I
+
50
41 22/.
59 !
-I-
I
1 200 i 75
ili I
.
I
47 70
51 50
n
_h____ _
I f
i I
53
45 i2v
I
I f 1
33 49
50 33 "
inI
I
I
I 1 1
32 47 - 47 32 22/1
.
1
50
50
1 90
50
40 100
1 38 "
1-
.._
t
-t
+
t
+
-
1
+
t
+
30 30
35 . 30
a/ I
-I-- - -4- -r
H___
1.-
1
5 (L inconik")
A
30
? -1--
-I- -t-
. 75 75 25

1-
25
75 ?_I 130 140 140
1 45 ? 25
t 17 IV I
-I--
+
35 35 ?
30 50 45 5 _e_e
?f
300
1-
+ 4-
+
_ _ 9-- ?
30 30
+
me
30 40
+
(LA fncomplett)
100
83 175 85 Alit
..1j, -IT
4--
i
+
+
+
+
+
- ---i-
4-
?
1-
70 100
100 100
-+ -+
125 ! 285 ?
-- ? .
+ ? +-
' "
_
-i--
It
I
+
100 ' 100
.
100 o 11/
+ +
+ + -
140 60 ili
25 65 40
21 ,
140
+
+ +-
+
+ toy -
35
I
t
+
t
+-
+
+ +
+ +
-I- -I- -
-f- -a-
47
--e
60
?-
20 30 15
SY
+ - t +
35 52 53
-91/
,
40 . 30
4-
108
s
1
Et
75
_ _ -4- -...-fr -
. -i-----I-
? - 1-
I-
t -1-?
50 55
I 15
-I-
85 100
-. -I-
so
t
50 50
.ly
1-
75
I
i
4-
+
40
sA.,
t
t
?
15
15
40 I 53
.--4-- - -1--
_ _ .1_
i
+
+--
-
-I-
50
40
t
t t -3-57--
-2.13
-I- -I-
-I--I-
-I-- -t
' 30 30 30 ILI
+
+
? ID_VI
+
+
1 -1-
+
_
75
?
?
+ -
+
+ -F
+
I 20 log,
-I-?
30
+
-I-
-
I 30
- +
-I-
t 3 ' ,40
--I-
+
+
-4
1
-I-
20 Etv
-I-
t 150
n1
35 351/
48
?
-1-
150
1
mi
? _.
+
t
60
4_
__ _i_
+
90
110
_ 4._
_ _f..
+ -1-
t ?
+
4--
. 75
+- _
35
43
1
f 30 ? 17
-F
-
5 AO/
I
i
-
t 4_
50
t
t
1
60
---1-
20
lin
27 30
-i-
50 75
-I-- -I--
75 75
in.,
13

-1-
H_
+
?
10 1 160
-1-----1-
.
-F
80 110
50
1
50 50
50 20
1
-I-
10
25
ny
25 14
1
I
25 25
-f---
50 50 25 Ille
-30 -11V
--t
-1-
4----,
1
+
+
4-
90 I 901"
30 30
30 30 30 30 1-
4_
.. _
1 . 20
10 ; 30 30 I30
L-I5
V-
i 20
t .
- 20 I 20 20
1A111
'
-
60 Ille
-
-I-?
. 30
4
37 o121/.
I
20 I 20 i 40 90 no
(7
_
. ao
A 11' gl 40
120 , 120
120 1 120 ? 120 1121
I
1
30 1 40INe
-I-
30
TOTAL
690 830 I
902 I 1052 I 1065 I 930 I 852 . 743 I
716 I 800 I 1239
1059 I 1077 I
1090 I 938
25917 7-57 * Kilometers of track laid per year.
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13: CIA-RDP79R01141A000800130002-6
im?ESTIMATED PLAN?tm
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
APPENDIX B
UNUSUAL CONSTRUCTION PROJECTS
This appendix discusses briefly three railroad construction pro-
jects in the USSR which were not considered in the body of the re-
port but are nevertheless worthy of attention. Two of these projects
are broad-gauge lines on which reports are inconclusive, and the third
is a major narrow-gauge network in northern Kazakhstan.
1. Pobedino-Okha.
A broad-gauge railroad has been reported under construction
on Sakhalin Island between Pobedino or Keton (northern terminal of
the South Sakhalin narrow-gauge network) and Okha. It is reported
that some construction has been carried out and that a broad-gauge
line runs northward from Pobedino) but the extent of the construc-
tion is unknown. When completed the total length of the line will
be from 450 to 500 km, depending on the route chosen. Economic con-
siderations do not appear to justify such a project unless the sec-
tor of narrow-gauge line from Pobedino south to the port of Poronaysk
is to be converted to broad gauge. 122/
2. Salekhard-Igarka-Dudinka.
A 1,050-km railroad between Salekhard and Igarka in the USSR,
with a 250-1cm connection to Dudinka) has been reported under construc-
tion since 1945. At present the status of this line is indefinite.
Track has probably been laid at least 250 to 400 km eastward from
Salekhard (on the Ob' River)) and train movement at very low speed
has been reported on this section. Although the terrain is flat, the
route was reported to have many curves in order to avoid the worst of
the swampy areas. The roadbed was reported to be poorly built and the
quality of the completed construction poor. 123/
Little is known about the eastern end of this line. In 1953-54,
construction materials were reported to be stockpiled between Dudinka
and Igarka (along the Yenisey River), and rumors were prevalent that
construction to the west or southwest was under way. 124/ It is pos-
sible that the line was open along its whole length in 1954 for limited
construction traffic. 125/ It is believed that since then much of
the line has been allowed to deteriorate and that through traffic is
not possible at present.
-27-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Neither economic nor military considerations appear to jus-
tify the construction of this line. Work on it probably was aban-
doned at the time of Stalin's death along with a number of other
grandiose projects.
3. The "New Lands" Narrow-Gauge Railroads.
In late 1954, in connection with the "new lands" program)
the planned construction of an 1,850-km narrow-gauge railroad net-
work was announced. 126/ Plans were changed shortly afterward) and
by mid-1955 it was clear that many of the planned narrow-gauge railroads
were actually being built as broad-gauge railroads. 127/
The change in plans was confirmed early in 1956 by the
directives of the Sixth Five Year Plan) which called for the com-
pletion of only 935 km of narrow-gauge railroads in the "new
lands."* 128/ Recent statements in the Soviet press indicate that
even some of these remaining lines may be converted to broad gauge
because of their present low traffic capacity and the high cost of
transshipment. 129/
* The remainder of the lines, originally planned to be narrow gauge,
have been built (or are under construction) as broad-gauge lines.
These are included in the body of the report.
-28-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
APPENDIX C
METRODOLCGY
1. First-Stage Construction.
During the Fourth and Fifth Five Year Plans, forced labor was used to
carry out first-stage construction on about half of the new railroads in
the USSR. Such first-stage construction work done by forced labor on
individual railroad lines during the Fourth and Fifth Five Year Plans in
the USSR, 1946-55, is shown in Table 10.* It may be noted that all of the
lines under construction during the Fifth Five Year Plan had been started
during the Fourth, except for the Ulan Bator - Erh-lien sector of the Trans-
Mongolian Railroad.
2. Second-Stage Construction.
The second stage of construction on a new Soviet railroad occurs
between the completion of the first stage of construction (which is
marked by the first through passage of a train) and the official com-
pletion of the railroad. On railroads built under normal conditions,
this second stage may begin before the first stage is completed.
The time interval between passage of the first train and official
completion of new railroads on selected lines in the USSR is .shown in
Table 11.** In this table, selected railroads have been chosen and
the lengths of time necessary for their second-stage construction have
been averaged to get an approximate average length of time for second-
stage construction.
3. Cost of Construction.
An average cost per kilometer for railroad construction, in 1 July
1955 rubles, is needed in order to estimate capital investment in new
railroads. This cost, based on average terrain conditions, has been
estimated as follows: the ranges of volume of earthwork and total cost
of construction per kilometer of new line under varying terrain condi-
tions It is found that for every
1,000 cubic meters of earthwork per kilometer in excess of 15,000 cubic
meters per kilometer the total cost of construction is increased 30,000
rubles. The relationship between the volume of earthwork and the total
cost of construction in railroad construction in the USSR is shown in
Table 12.*** Increase in volume of earthwork covers only a part of
Table 10 follows on p. 30.
Table 11 follows on p. 31.
*** Table 12 follows on p. 32.
- 29 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
the additional cost. Other factors which increase the cost of con-
struction are the following: additional bridging; strengthening of
slopes; rock excavation (which is 2 to 3 times more costly than nor-
mal earthwork); and tunneling.
Table 10
First-Stage 2/ Construction by Forced Labor on Railroad Lines
During the Fourth and Fifth Five Year Plans in the USSR
1946-55
Kilometers
Line
Fourth Five Year Plan Fifth Five Year Plan
(1946-50) (1951-55)
Dudinka-Noril'sk 12/ 4o 6o
Kizel'-Molotov 2/ 126 32
Komsomol'sk-Nikolayevsk d/ 130
Murmansk-Pechenga-Nikel' 30 s/ 1901/
Naushki - Ulan Bator g/ 350 hi
Reshety-Boguchany i 80 105
Seyda-Labytnangi jJ 175
Sos'va-Alapayevsk y 6o
Tayshet-Osetrovo 1 600
Ulan Bator - Erh-lien g/ 710 LI/
Urgal-Komsomol'sk 2/ 470
Vorkuta-Kara 2/ 150 6o
Total 2,211 1,157_
a. See p. 2, above.
b. 130/
c.? 131/
d. 132/
e. Li/
g. Part of the Trans-Mongolian Railroad outside Soviet borders.
h. 1351
i. 13 /
j. 134/
k. 13 /
1. 1439/
m. 1 0/
n. 141/
o. 142/
-30-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Table 11
Time Interval Between Passage of the First Train and Official Completion
of New Railroads on Selected Lines in the USSR
Line
Akmolinsk-Pavlodar
Artyshta-Chesnokovka
KUlunda-Barnaul
Mointy-Chu
Ulan Bator -Erh-lien
Average time
interval
Date of First
Through Train
16 February 1952 a/
19 February 1952 s/
May 1953 2/
August 1951 g/
18 April 1955 1/
Date of Official
Completion
27 December 1953 la/
18 March 1953 q/
26 December 1953 f
27 October 1953 h
1 January 1956 1/
Time Interval
(Months)
21.5
13.0
7.5
26.0
8.5
15.3k/
a. 143/
b. 11442
c. 14i/
d. 14_/
e. lray
f.
g. 1 9/
h. 150/
i. 151/
j. 152/
k. There is no apparent correlation between the
time needed to complete the additional work done
p.2, above).
length of the line and the
In the second stage (see
Because average terrain conditions are the critical factor in the
determination of total construction costs of railroads, estimates were
made by three methods and an average cost found for each. These three
average costs were then weighted and a final average cost derived.
The three methods of cost estimation and final derivation of average
cost follow.
-31-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Table 12
Relationship Between Volume of Earthwork and Total Cost of Construction
in Railroad Construction in the USSR 91
'Range of Total Cost
Volume of Earthwork of Construction
per Kilometer per Kilometer ,
Condition of Terrain 12/ (Thousand Cubic Meters) (Million Rubles) 2./
Level 12 to 15
Slightly hilly 15 to 25
Hilly 25 to 35
Mountainous 35 and over
0.9 to 1.0
1.0 to 1.3
1.3 to 1.6
1.6 to 2.2
a. 153/
b. Terrain conditions are translated directly from Russian.
c. 1 July 1955 rubles, rounded to two significant figures (converted
from 1 July 1950 rubles
Method 1. The average volumes of excavation per kilometer of line
were announced for the most important lines planned for construction
during the Fourth Five Year Plan. 155/ The total volume of earthwork
was computed and divided by the total kilometers to obtain an average
volume of earthwork per kilometer, 29,000 cubic meters per kilometer.
The derivation of the average volume of earthwork per kilometer of
railroad construction on major new railroads planned for construction
during the Fourth Five Year Plan in the USSR, 1946-50, is shown in
Table 13.* The cost for this average volume was determined from
Table 12 to be 1,420,000 rubles per kilometer (Estimate 1).
The average cost obtained by this method is given double weight in the
final average for the following reasons: specific average volumes are given
for specific lines, the over-all length of the lines involved is great,
and the lines were actually under construction during the Fourth and Fifth
Five Year Plans.
Method 2. The routes of all major lines under construction or planned
for construction during the Sixth Five Year Plan were laid out on large-
* Table 13 follows on p. 33.
- 32 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13: CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Table 13
Derivation of Average Volume of P.Prthwork per Kilometer of Railroad Construction
on Major New Railroads Planned for Construction
During the Fourth Five Year Plan in the USSR 421
1946-50
Line
Planned Length
(Kilometers)
Planned Average
Volume of Earthwork
(Thousand Cubic
Meters per Kilometer)
Planned Total ?
Volume of Earthwork
(Thousand Cubic Meters)
Bystrovka-Rybach'ye
78
39
3,042
Chardzhou-Kungrad.
615
lb
8,610
Ishimbay-Yermolayevo
95
30
2,850
Mointy-Chu
418
15
6,270
South Siberian Main Line 12/
2,884
34
98,056
Total
4,090
118,828
Average volume Of earth-
work, 29,000 cubic meters
per kilometer 2/
50X1
b. Including the following (from west to east): Abdullno-Magnitogorsk (now under con-
struction); Akmolinsk-Pavlodar; Kulunda-Barnaul; Artyshta-Chesnokovka; Stalinsk-Abakan
(now nearing completion); and Abakan-Tayshet (not yet started).
c. Computed by dividing 118,828,000 by 4,090. Result rounded to two significant figures.
- 33 -
s-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13: CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
scale terrain maps, 157/ and estimates were made of terrain conditions.*
The total length of these lines was apportioned among the four terrain
categories and equated to the cost for the midpoint of the appropriate
category. The derivation of the average cost of new railroad construction
during the Sixth Five Year Plan in the USSR, by map study of terrain con-
ditions, 1956-60, is shown in Table 14. The average cost, weighted by
the percent of total lines in each category, was then computed to be
1,159,000 rubles per kilometer (Estimate 2).
This method is considered less accurate than Method 1 because of
the subjective nature of the terrain evaluation process.
Table 14
Derivation. of Average Cost of New Railroad Construction
During the Sixth Five Year Plan in the USSR
by Map Study of Terrain Conditions
1956-60
(A)
(B)
Midpoint of
-Cost Range
Percent per Kilometer
Condition of Terrain 2/ 12/ of Total (PMallon Rubles) 2/
(c)
Weighted/
Factor 2/
Level
50
0.95
0.475
Slightly hilly
29
1.15
0.334
Hilly
11
1.45
0.160
Mountainous
10
1.90
0.190
Total
10o
1.179 a/
a. 158/
b. Terrain conditions are translated directly from Russian.
c. Neighted Factor" is computed by multiplying "Percent of Total"
times "Midpoint of Cost Range" (C = B x A). The sum of the four
weighted factors equals the average cost of construction per kilo-
meter in million rubles.
d. Average cost per kilometer.
* Numerous references in Gudok and Stroitel'naya gazeta were also
used as aids in arriving at these estimates.
-34-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Method 3. The volume of earthwork for double tracking is stated
to be 150 million cubic meters for every 10,000 km of track, or
15,000 cubic meters per kilometer (average). 159/ The cost of earth-
work for double tracking is stated to be 35 to 40 percent above the
cost of earthwork for single tracking. 160/ Because the cost of
earthwork and volume of earthwork under similar conditions are directly
related, the additional volume needed for double tracking is 35 to 40
percent greater than that required for single tracking. As a result
the following computations were made:
Volume
(Cubic Meters per Kilometer) Index
Volume of earthwork, single track
100
Additional volume of earthwork
to construct double track 15,000 37.5
Thus: X 100
15,000 37.5
_ 1,500,000
37.5
. 40,000
Therefore the average volume of earthwork needed for single tracking
is 40,000 cubic meters per kilometer.
The average cost of construction for lines having an average volume
of earthwork of 40,000 cubic meters per kilometer was determined from
Table 12* (by interpolation) to be 1,750,000 rubles per kilometer
(Estimate 3).
This method is considered less accurate than Method 1 because the
basic data given do not apply directly to single-track earthwork.
Derivation of Final Average Cost of Construction. In calculation
of the final average cost, Estimate I (derived by Method 1) was given
a weight of 2, and Estimates 2 and 3 (derived by Methods 2 and 3) were
each given a weight of 1. The computation of the final average cost
of new railroad construction during the Sixth Five Year Plan in the
USSR, 1956-60, is shown in Table 15.**
* P. 32, above.
** Table 15 follows on p. 36.
-35-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Table 15
Computation of Final Average Cost of New Railroad Construction
During the Sixth Five Year Plan in the USSR
1956-60
Thousand Rubles Lti
Estimate Weight Cost per Kilometer Weighted Cost per kilometer
1
2
1,420
2,840
2
1
1,159
1,159
3
1
1,750
1,750
Total
4
5,749
4
Final average cost per kilometer: 5,79)000 1,437,250 rubles
4
Rounded to two significant figures: 1,400,000 rubles
a. 1 July 1955 rubles.
The average cost per kilometer from Table 15, 1.4 million rubles
(rounded to two significant figures), was used for the calculation
of all capital investment figures for new railroad construction.
4. Capital Investment.
The capital investment in new railroad construction was estimated
by applying the average cost (per kilometer) for railroad construction
to the total volume of work done (in kilometers) in each of the Five
Year Plan periods, as follows: the average cost for the construction
of 1 km of railroad in the period 1946-60, estimated to be 1.4 million
rubles,* has been broken into two parts in accordance with Soviet
railroad construction practice. The first part covers the cost of
first-stage construction** and takes about 53 percent of the total
capital investment per kilometer 161/ -- that is, 740,000 rubles per
kilometer. The second part covers the cost of second-stage construc-
tion** and takes the remaining 47 percent of the total capital invest-
ment per kilometer 1?.2/ -- that is, 660)000 rubles per kilometer.
* See 3, p. 29) above.
iee See I, p. 2, above.
-36-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
The cost for first-stage construction was applied to the total
length of track laid during each of the Five Year Plan periods be-
cause tracklaying is a rough indicator of completion of first-stage
construction work. The cost for second-stage construction was
applied to the total length of lines completed during each of the
Five Year Plan periods, because official completion marks the end
of second-stage construction. The capital investment in new rail-
road construction and the volume of uncompleted work during the
Fourth, Fifth, and Sixth Five Year Plans in the USSR, 1946-60, are
shown in Table 16.*
The annual capital investment in new construction has been esti-
mated by the methodology used in estimating capital investment for
Five Year Plans)** except that annual periods replace the Plan periods.
The derivation of annual investment in new railroad construction
during the Fourth, Fifth, and Sixth Five Year Plans in the USSR,
1946-60, is shown in Table 17.*** The annual capital investment
figures are considered less accurate than Plan figures because the
annual official completions are estimated from Plan total completions
and are based on general trends. It is estimated that the least
accurate of the annual capital investment figures is within 20 per-
cent of the actual figure.
*
Table
16 follows on p.
38.
**
See p.
36, above.
***
Table
17 follows on p. 39.
-37-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Table 16
Capital Investment in New Railroad Construction and Volume
of Uncompleted Work During the Fourth, Fifth, and Sixth Five Year Plans
in the USSR
1946-60
(A)
Time Period and Stage of Work
Volume
of Construction a/
(Kilometers)
Average Cost
per Kilometer Si
(Thousand Rubles)
Derived Capital
Investment s/
(Billion Rubles)
World War II (1939-45)
Carryover, 4/ 31 December 1942
1,796
66o
1.2
Fourth Five Year Plan (1946-50)
First-stage construction s/
4,539
74o
3.4
Second-stage construction LI
2,241
660
1.5
Total
4.9
Carryover, 1/ 31 December 1950
4,0914
66o
2.7
Fifth Five Year Plan (1951-55)
First-stage construction s/
4,041
74o
3.0
Second-stage construction f/
3,o6o
66o
2.0
Total
2.0
Carryover, El/ 31 December 1955
5,075
66o
3.3
Sixth Five Year Plan (1956-60)
FirSt-stage construction s/
5,403
74o
4.o
Second-stage construction f/
6,48o
66o
4.3
Total
8.3
Carryover, sy 31 December 1960
3,998
66o
2.6
a. See Table 3, p. 6, above.
b. 1 July 1955 rubles. For derivation of figures, see 4, p. 36, above.
c. 1 July 1955 rubles, rounded to two significant figures. Computed by multiplying
"Volume of Construction" times "Average Cost per Kilometer" (C = A x B).
d. See I, p. 5, above.
e. See I, p. 2, above.
f. See I, p. 3, above.
-38-
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13: CIA-RDP79R01141A000800130002-6
S-E-C-R-E-T
Table 17
Derivation of Annual Investment in New Railroad Construction
During the Fourth, Fifth, and Sixth Five Year Plans in the USSR
1946-60
Plan and Year
Fourth Five Year Plan
Additional Work Carried
Track Laid Out to Complete Lines Total
Capital
Length Investment ,.1 E _ _ ?1 Length Investment Investment ? /
(Kilometers) (Billion Rubles) 9i (Kilometers) (Billion Rubles) W (Billion Rubles) W
1946
690
0.5
400
0.3
o.8
1947
830
o.6
420
0.3
0.9
1948
902
0.7
440
0.3
1.0
1949
1,052
0.8
460
0.3
1.1
1950
1,065
0.8
4801
0.3
1.1
Fifth Five Year Flan
1951
930
0.7
500
0.3
1.0
1952
852
0.6
540
0.4
1.0
1953
743
0.5
590
0.4
0.9
1954
716
0.5
67o
0.4
0.9
1955
Boo
o.6
Boo
o.5
1.1
Sixth Five Year Flan
1956
1,239
0.9
416 e/
0.3
1.2
1957
1958
1959
1960
1,059
1,077
1,090
938
o.8
0.8
0.8
0.7
1,000 -
1,500
1,7C0
2,084
0.7
o.8
1.1
1.4
1.5
1.6
1.9
2.1
a. See Figure 1, following p- 4.
b. 1 July 1955 rubles, rounded to two significant figures.
c. Computed by multiplying the cost per kilometer (740,000 rubles) by the length of track laid annually (see p. 36, above).
d. Computed by multiplying the cost per kilometer (660,000 rubles) by the length of lines completed annually (see p. 36,
above).
- 39 -
S-E-C-R-E-T
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13: CIA-RDP79R01141A000800130002-6
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
le#
40 Next 10 Page(s) In Document Denied
e
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
le#
40 Next 10 Page(s) In Document Denied
e
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6
SECRET
SECRET
Declassified in Part - Sanitized Copy Approved for Release 2013/08/13 :
CIA-RDP79R01141A000800130002-6