LONG-RANGE PLANS FOR ELECTRIFICATION AND DIESELIZATION OF RAILROADS IN THE USSR

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• Publication Date: June 30, 1958
• Content Type: REPORT

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SECRET
ECONOMIC INTELLIGENCE REPORT
N? 70
LONG-RANGE PLANS
FOR ELECTRIFICATION AND DIESELIZATION
OF RAILROADS IN THE USSR
CIA/RR 137
30 June 1958
CENTRAL INTELLIGENCE AGENCY
OFFICE OF RESEARCH AND REPORTS
SECRET
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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.
fr
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ECONOMIC INTELLIGENCE REPORT
LONG-RANGE PLANS FOR ELECTRIFICATION AND DIESELIZAT'ION
OF RAILROADS IN THE USSR
CIA/RR 137
(ORR Project 43.1605)
, CENTRAL INTFLLIGENCE AGENCY
Office of Research and Reports
S-E-C-R-E-T
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FOREWORD
'0
The USSR has included a major program for upgrading and modern-
izing its railroad system both in its original Sixth Five Year Plan
announcements and in other announced long-range plan goals. Although
this program entails many additions and improvements involving
sizable capital outlays, nothing is of greater importance in the
accomplishment of this objective than the conversion of primary motive
power from steam to electric and diesel locomotives. This report
analyzes the goals of this program, its progress, and its impact on
the Soviet transport system and the Soviet economy and also contrasts
the program with developments in motive power in the US.
On 25 September 1957 the USSR announced the necessity of drafting
a new Seven Year Plan (1959-65). The drafting of this plan is to be
completed by 1 July 1958. The new Seven Year Plan, however, is not
expected to have a significant impact on the dieselization and
electrification program -- these plans were made orginally on a
long-term basis, and the entire program is mapped out in broad terms
through 1970. In announcements as late as November 1957 the electri-
fication goal for 1960 was restated by Soviet authorities. The meager
information available on probable new transportation goals in the Seven
Year Plan is pointed primarily at the need for construction of new
lines into new producing areas, a factor which makes the dieselization
and electrification programs even more imperative as the demands for
rail transportation services increase. It is believed, therefore,
that the long-range goal of complete electrification and dieselization
by 1970 will stand, with the possible exception of short-term adjust-
ments in the phasing of this program to put it in harmony with other
goals of the new Seven Year Plan.
To facilitate discussion and analysis in this report, the original
Sixth Five Year Plan period (1956-60) and the longer period (1961-70)
are the two general time phases in which these programs are analyzed.
This approach permits an accommodation of the evaluation and analysis
to the format in which the Soviet data on these programs have been and
are presently being reported.
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CONTENTS
0 , ?
Summary and COnclusions ... , ...... ,
I. Introduotion.
II. Background and Current Status
A. Electrification
? . ? .
Page
1. Kilometrage
2. Performance
3. Inventory
4. Investment
5
9
9
12
B. Dieselization ...... , ...... ,.
.
.
.
12
1.._Ki1ometrage.
12
2., Performance S
15
3. Inventory
15
4. Investment
.
17
III.
Summary of Long-Range Plans and Progress .?
.?
.
.
18
A. Plans for Electrification
18
1. 1956-60 Plan
18
a. Trans-Siberian Railroad ? ? ?
?
.
.
21
b. Urals
21
c. Donets Basin . . ? . ...
?
?
?
?
?
22
d. Moscow Area Lines
22
e. Murmansk Line
23
f. Caucasus Line
23
g. Other Suburban Lines .......
.
23
2. Progress in 1956
23
3. Plans for 1957
26
4. Plans-for 1958-60 . , . .. . . ? ?,
?
?
27
5-. Plans for 1961.-70
27
B. Plans for Dieselization . . ? ? . . .
..
.
29
1. 1956-60 Plan ...... . . .. ....
?
?
29
? 2. Progress in 1956 and 1957, .
.
.
?
?
?
29
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IV.
C. Plans for Production of Locomotives
D. Related Investment Plans
E. Related Traffic Plans
F. Related Operating Plans
Economics of Changes in Motive Power in the USSR .
Page
30
31
31
33
35
A.
Comparisons of Different Types of Motive Power . . .
35
1.
Relative Operating Efficiency and Effect on Line
Capacity
37
2.
Relative Costs of Electrification and Dieseliza-
tion
40
a. Initial Investment
40
b. Operations .
41
3.
Net Savings from Dieselization and Electrifica-
tion
44
B.
Comparison with the US
50
1.
Relative Rate of Change to Electric and Diesel
Power
50
2.
Relative Operating Efficiency
53
3.
Relative Costs of Electrification and Dieseliza-
tion
56
?
a. Line Structures
56
b. Locomotives
57
c. Fuel and Power
57
d. Operations
58
V.
Impact of the Electrification and Dieselization
Programs
59
A.
Impact on the Railroad Sector
59
1.
Effect on Investment in Line and Auxiliary
Facilities
59
2.
Effect on the Locomotive Park
61
3.
Effect on Repair and Servicing Facilities . .
61
4.
ETfect on the Amount of Coal Hauled for Loco-
motive Fuel
62
5.
Effect on Other Freight for Railroad Use . ? ?
64
6.
Effect on Personnel
64
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Page
B. Impact on the Electric Power Industry ,
65
C. Impact on the Petroleum Industry . . . ? ? ? ?
?
67
D. Impact on the Coal Industry
68
Appendixes
Appendix A. List of Railroad Lines Electrified in the
USSR as of 31 December 1955 and Future
Plans for Electrification
73
Appendix 13: Basic Characteristics and Developmental Trends
of Diesel and Electric Locomotives Used in
the USSR
79
Appendix C. Relative Merits of the AC and DC Electrifica-
tion Programs in the USSR
85
Appendix D. MethOdology' . ? . ?
87
Tables
1. Total Operational Railroad Kilometrage in the USSR, by
Type of Motive Power, Selected Years, 1937-57, and
1960 and 1970 Plans
. Total Railroad Freight Traffic in the USSR, by Type
of Motive Power, Selected Years, 1940-57, and 1960,
1965, and 1970 Plans
Production and Imports of Electric Main-Line Loco-
motives by the USSR, 1932-56 . . ^ ? . ......
4 ? Estimated Investment ih Electrified Lines and Electric
Locomotives in the USSR for the Periods 1926-45,
1946-50, 1951-55, 1956-60, ahd 1961-70 . . . . .
5. Production and Imports of Main-Line Diesel Locomotives
by the USSR, 1924-26 and 1930-56
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10
11
13
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6. Estimated Investment in Line Facilities and Diesel Loco-
motives for the Dieselization Program in the USSR,
1924-55 and 1956-60 Plan
Additions to the Soviet Electi-ified Rail Network, 1956
and 1957 Plan
8. Production Of Diesel and Electric Main-Line Locomotives
in the USSR, 1950, 1954-57, and 1960 Plan
Total Investment in Electrification and Dieselization of
Page
24
30
Railroads in the USSR, by Five Year Periods, 1946-60 . . 32
10. Selected Measures of Operating Efficiency of Railroads
in the USSR, 1950, 1955-56, and 1960 Plan
11. Average Gross Train Weight in the USSR, by Type of Trac-
tion, 195556 and 1957 and 1960 Plans ' 34:
12. Average Daily Run of Locomotives in the USSR by Type of
Traction, 1955-56 and 1957 and 1960 Plans
36
13. Operating Costs on the Omsk Railroad System by Type
of Traction, 1954-55 43
14. Comparative Operating Costs of Steam and Diesel Locomo-
tives in the USSR, 1952-56 44
15. Estimated Savings from Increased Diesel and Electric
Traction in the USSR, 1956-60
16. Comparison of Estimated Percentage Distribution of
Ton-Kilometers of RailrOad Freight in the USSR and the
US, by Type of Traction, Selected Years, 1940-70 . .
17. Comparison of Freight Locomotive Performance in the US and
the USSR, by Type of Traction, Selected Years, 1940-55 .
18. Coal Consumption and Savings Resulting from Electrifica-
tion of Soviet Railroads, 1955 and 1960, 1965, and 1970
Plans
19. Reductions in Personnel Costs and Numbers and Increases
in Productivity with Electric and Diesel Operation
Compared with Type FD Steam Locomotives
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46
51
54
63
65
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Page
20. Estimated Consumption of Electric Power by Rail-
roads in the USSR, 1955 and 1960, 1965, and
1970 Plans 66
21. Estimated Consumption of Diesel Fuel by Soviet
Railroads, 1950, 1955, and 1960 Plan 69
22. Estimated Demands for Coal by Soviet Railroads,
1954-55 and 1960, 1965, and 1970 Plans 71
23. Basic Characteristics and Total Estimated Produc-
tion Through 1956 of Major Types of Diesel
Locomotives Used in the USSR 80
24. Basic Characteristics and Total Estimated Produc-
tion Through 1956 of Major Types of Electria
Locomotives Used in the USSR
25. Average Investment per Kilometer for Electrifying
Railroad Lines in the USSR, by Type of
Current
Illustrations
Figure 1. USSR: Length of Railroad Lines with Steam,
Electric, and Diesel Operation, Selected
Years, 1937-57 and 1260 Plan (Chart) . . .
82
86
Following Page
8
Figure 2. USSR: Electrification and Dieselization of
Railroads; 1 January 1956 and Plans for Inside
1956-60 and 1961-70 (Map) Back Cover
Figure 3. USSR: Ton-Kilometers Performed by Steam,
Electric, and Diesel Locomotives', Selected
Years, 1940-56 and 1957 and 1960 Plans
(Chart) 10
Figure 4. US and USSR: Railroad Operating Costs in
Relation to Volume of Traffic (Chart) . 42
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Figure 5. US and USSR: Estimated Percent of
Ton-Kilometers Performed by Railroads,
by Type of Traction, Selected Years,
1945-60 (Chart)
Following Page
50
Figure
Figure
7. USSR: Two-Unit TE-2 Diesel Locomotive,
1955 (Photograph)
8. USSR: Two-Unit TE-2 Diesel Locomotive,
Probably Early 1950 (Photograph) . . .
Figure 14.
Figure 15.
Figure
USSR: VL-19 Electric Locomotive, 1952
(Photograph)
USSR: N-0 Alternating-Current Electric
Passenger Locomotive, 1955 (Photograph)
16. USSR: New TGv Diesel Switch Locomotive,
1957 (Photograph)
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CIA/RR 137 S-E-C-R-E-T
(ORR Project 43.1605);
LONG-RANGE PLANS FOR ELECTRIFICATION -AND DIESELIZATION
OF RAILROADS IN TUE USSR* '
Summery and Conclusions
The USSR. has undertaken a program of railroad electrification**
and dieselization*** which is to replace steam locomotives completely
by 1970. The results of the present dieselization and electrification
program, even if the plans are not completely met, will be that the
Soviet railroad system will be much closer to, and in some cases ahead
of, US railroads in terms of modern, economical, and efficient trans-
portation. Electrification and dieselization, with related improvements
of auxiliary facilities, will permit Soviet railroads to handle existing
traffic levels more efficiently and to. carry increasing amounts of
traffic without the necessity of making heavy investment in the instal-
lation of multiple tracks.
- By the end of 1956, there were 6,325 kilometers (km) of elec-
trified lines in the USSR and 7,000 km of dieselized lines. Electric
and diesel locomotives together operated on 11 percent of the total
railroad kilometrage and performed 17 percent of total railroad ton-
kilometers (tkm). The estimated locomotive inventory at the end of
4 * The estimates and conclusions contained in this report represent
the best judgment of ORR as of 1 April 1958.
** The term electrification as used in this report denotes the instal-
lation of a trolley wire over a railroad track and the addition of the
necessary auxiliary power facilities so that electric locomotives can
operate on the track. Electrified railroad lines in the USSR have a
single energized wire suspended over the track from concrete, metal, or
wooden poles set on either side of the track. An electric locomotive
collects current from the overhead wire by means of a pantograph and is
operated by an electric motor attached to each axle.
xxx The term diestlization as used in this report denotes the intro-
duction of diesel-electric locomotives on a line and, usually, the
removal of steam locomotives from the line. It involves installing
diesel fuel facilities and rebuilding the repair facilities used by
steam locomotives or building new repair facilities.
The term diesel locomotive as used in this report is an abbrevia-
tion of the term diesel-electric locomotive and is intended here to
exclude diesel-mechanical locomotives. A diesel-electric locomotive con-
sists of a diesel engine which operates an electric generator and thus
produces power which is fed to electric traction motors, one on eacn
axle.
400--
xxxx Tonnages throughout this report are given in metric tons.
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1956 included 1,363 electric, 1,050 diesel, and 31,880 steam loco-
motive units (freight, passenger, and switcher types). Until recent
years, only small portions of either the annual or the 5-year plans
for electrifiaation were fulfilled. On the basis of performance in
the past 2 years, however, it appears likely that the 1960 goal of
electrifying 8,100 km of line will be fulfilled. Between 1961 and
1970, however, the USSR plans to electrify 32,000 km of line and to
have a total of 45,500 km of electrified line in 1970, or 70 percent
as much kilometrage as existed in the rest of the world in 1950. In
view of its tremendous magnitude, it seems unlikely that the 1970 goal
will be reached.
Lines operated by diesel traction are to increase from 6,400 km -
,at the end of 1955 to 26,000 km by the end of 1960 and to an estimated
length of 106,200-km in 1970.
In order to achieve the original 1960 Plan goals, the USSR has
.developed related plans for industry to produce 2,250 main-line, .
two-section diesel locomotives and at least.2,000 main-line electric
locomotives during 1956-60. Plans for the production of diesel loco-
motives indicate that production Will increase sharply into the period
1961-70, enabling the USSR to dieselize many of the lines which were
to be electrified by 1970 but on which the high initial investment for
electrification would be unjustified.
Railroad performance measured in ton-kilometers of freight is
planned to increase by 42 percent between 1955 and 1960. Although it
is planned to increase combined diesel and electric locomotive ton-kilo-
meters by 335 percent by 1960, steam locomotives still will be carrying
57 percent of the total. The complete abandonment of steam operation
by 1970, together with the estimated continuous increase in total
traffic requirements, will require a sharp increase in the amount of
traffic hauled per unit by diesel and electric locomotives, together with
the planned increase in inventory of these types. This production per
unit is likely to be attained, however, because of the superior operating
efficiency of new diesel and electric traction, which permits the hauling
of heavier trains with fewer servicing delays than is possible with steam
locomotives.
During 1956-60, electrification and dieselization will consume from
27 to 30 percent of the total planned railroad investment of 70 billion
rubles.* It is estimated that the total initial investment for electri-
fication by the Ministry of Railroad TransportatiOn in 1956-60,
including related line improvements and locomotives, is to be 1.2 million
* For a discussion of ruble-dollar values, see IV, B, 3, p. 56, below.
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to 1.5 million rubles per kilometer of primarily double-track line.
Total cost of dieselization in 1956-60, including auxiliary facilities
and locomotives, is estimated to be 407,350 rubles per kilometer of
primarily single-track line. Dieselization of a double-track line,
including the cost of locomotives, would probably cost about 700,000
rubles per kilometer.
Once the initial investment has been made, operating costs (including
fuel, lubricants, and salaries of train crews) per gross ton-kilometer
of freight traffic will be significantly lower with either electrification
or dieselization. This lower cost will amortize the initial investment
within a few years. It is estimated that total annual savings resulting
from the replacement of steam operation by electric and diesel operation
since 1955 amounted to 230 million rubles in 1956 and will rise to 5.25
billion rubles in 1960.
The Soviet conversion from steam to diesel and electric traction is
to take place at a rate considerably slower than the US post-World War II
conversion to diesel, in spite of the fact that average freight traffic
density per kilometer of line in the USSR was 3.1 times that in the US
in 1955.* In 1945, electric and diesel ton-kilometers represented
4.2 percent of total Soviet rail ton-kilometers and 8.9 percent of total
US rail ton-kilometers. In 1955 the Soviet percentage had risen to only
14 percent, whereas in the US the figure had reached 87.5 percent.
Dieselization and electrification will have a significant impact not
only on the railroads but also on the whole Soviet economy. It will be
necessary for the USSR to invest in longer sidings and yard tracks, im-
proved signaling and communications, new specialized repair facilities,
and improved track to take full advantage of the efficiency potential of
diesel and electric locomotives on many lines. On other lines the new
locomotives may well postpone major investment in installing second
tracks or centralized traffic-control signaling. The total locomotive
inventory may be reduced slowly over the next decade as steam locomotives
are retired and smaller numbers of more powerful and more efficient diesel
and electric locomotives take their place. There is as yet no direct
evidence that the USSR is scrapping steam locomotives and facilities for
steam locomotives, although construction of steam locomotives ceased in
1956. As long as the steam locomotives and facilities are retained,
there will be an impressive strategic reserve of motive power.
Introduction of the new motive power on lines formerly operated by
steam will require a major retraining program in the operation and repair
of these locomotives. The number of railroad employees per unit of
* See IV, B, 1, p. 50, below.
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traffic, however, can be reduced because of the greater amount of traffic
handled per worker by the modern types of motive power.
The impact of the dieselization and electrification program on the
Sovielt economy includes an increase ?in consumption of power for electric
traction from about 2 percent of total Soviet production in 1955 to
between 5 and 6 percent in 1970, an increase in consumption of diesel
fuel from about 4 percent of total Soviet production in 1955 to an
estimated 12 percent in 1960, and a decrease in consumption of coal from
about 25 percent of total Soviet production in 1955 to an estimated
3 percent in 1970.
I. Introduction.
Following a moderate start in the Fourth and Fifth Five Year Plans
(1946-50 and 1951-55) the USSR has embarked on a program, to be sub-
stantially completed by 1970, of electrifying a large portion of its
total rail kilometrage and dieselizing the remainder. All steam motive
power is to be retired. By 1970 the USSR plans to have as much elec
trifled railroad kilometrage as the present total for the remainder of
the world. Locomotive construction and development and right-of-way
improvement are planned to proceed simultaneously with the line con-
version plan.
With more than a century of railroad operation behind it, the
USSR in this program apparently has concluded that a much greater
volume of freight and passengers can be moved more economically over
its railroad system by paralleling methods and standards used in the
US. Because of the high traffic density on many Soviet railroads,
however, the USSR is pushing electrification more vigorously than
dieselization, whereas in the US most railroad lines are dieselized
and some electrification has been abandoned.
II. Background and Current Status.
By the end of 1956, electric and diesel locomotives operated on
11 percent (13,425 km) of the total railroad kilometrage in the USSR
and performed 17 percent (185 billion tkm) of the total railroad '
ton-kilometers.
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A. Electrification.
1. Kilometrage.
At the end of 1956, electrified railroad lines in the USSR
totaled 6,325 km,* or 5.2 percent of the total railroad route kilo-
metrage. Table 1** shows the total operational railroad kilometrage in
the USSR, by type of motive power, for selected years, 1937-56, and for
the 1957, 1960, and 1970 plans. These data are shown?graphically in
Figure 1.xxx The overhead catenary system, even before the current.
Plans, had been installed on stretches of track that presented extreme
operational difficulties and, in some case's, the greatest density of
traffic, either freight or passenger. It was because of these
operational difficulties and high traffic densities that the lines
already electrified had been given priority/in the electrification
program.
The first electrification on Soviet railroads was com-
pleted in 1926 on a short suburban line from Baku northeast about 10 km
to Sabunchi. 1/xxxx From this inconspicuous beginning the USSR has
built up the longest total distance of electrified railroad lines in any
country in the world. Except during World War II, the progress Of
electrification has been slow but steady since 1932, when several lines
of industrial importance with severe gradient problems were electrified.
One of these was the section of the Baku-Tbilisi-Kutaisi line from
Khashuri (Stalinissi) to Zestafoni in Georgian ASSR, which has numerous
1.5-percent grades. Another was the Kizel-Chusovskaya-Sverdlovsk line
in the Northern Urals over which ores were moved on a series of
1.78-percent grades. Ei A total of 1,861 km of line was electrified
before World War II (see Table 1).**
World War II caused a cessation of most electrification
activities and partial destruction of some of the existing line.
During the war, there was a net increase of 39 km, so that electrifi-
cation totaled approximately 1,900 km by 1945. The Fourtb Five Year
Plan (1946-50) was to have added a total of 5,325 km of electrified
lines. Actual additions, however, totaled approximately 1,185 km, sot
* Unless otherwise specified, line lengths in this report are given
in terms of route kilometers rather than track kilometers. Route
kilometers are the distance from one point to another on a line; track
kilometers are the total length of tracks found between two points,
including the yard tracks and the length of second track on double-track
lines.
** Table 1 follows on p. 6.
xxx Following p. 8.
t Continued on p. b.
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Table 1
Total Operational Railroad Kilometrage in the USSR, by Type of Motive Power
Selected Years, 1937-57, and 1960 and 1970 Plans 2/
End of Year
Total Operational
Railroads
(Kilometers)
Electrified Railroad
Dieselized Railroad
Steam-Operated Railroad
Kilometers
Percent
of Total
Kilometers
Percent
of Total
Kilometers
Percent
of Total
1937
84,889 12/
1,632 2/
1.9 1/
N.A.
N.A.
N.A.
N.A.
1940
106,100 2/
1,861 El
1.8 d/
__i
229 8/
0.2
104,101J
98.0 1/
1945
112,868 12/
1,900 il/
1.6 (4,1/
,
1,442 h/
1.3 1/
109,526 1-2/
97.1 1/
1950
116,900 2/
3,085 E./
2.6
3,432 h/
2.9 1/
110,383 h/
94.5 1/
1951
117,761 2/
3,493 f/
3.0 1/
4,182 h/
3.6 1/
110,086 12/
93.4 1/
1952
118;563 2/
3,762 1/
3.1 1/
4,528II/
3.8 1/
110,363 y
93.1 1/
1953
119,943 2/
4,243 f/
3.5 1/
5,162 h/
4.3 1/
110,538 y
92.2 1/
1954
120,300 2/
4,837 f/
4.0 1/
6,000 T./
5.0 E/
109,453 12/
91.0 1/
1955
120,700 2/
5,400 2/
4.5 11
6,400 12/
5.3 1/
108,900 Y
90.2 1/
1956
120,700 q/
6,325 E/
5.2 1/
7,100 E/
5.9 1/
107,275 12/
88.9 1/
1957 plan
122,130 Iy
7,588 E/
6.2 1/
9,065 1r/
7.4 1/
105,477 Y
86.4 1/
1960 plan
127,200 12/
13,500 2E/
10.6 1/
26,000 2/
20.4 1/
..2.1
87,700 12/
69.0 1/
1970 plan
151,700 LT/
45,500
30.0 22/
106,200 1212/
70.0
0
0 22/
a. It is impossible to make most of these figures fully consistent with all Soviet sources, which
disagree with each other on total kilometrage in any one year or on kilometrage added in any one
year. This may be because some announcements are based on preliminary data released shortly after
the year's end and because others are final figures. Some data probably represent line completed,
and others may represent line accepted for operation by the Ministry of Railroad Transportation.
b. i/
d. Percentages derived by dividing electrified route-kilometers by total route kilometers.
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4.
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Table 1
Total Operational Railroad Kilometrage in the USSR, by Type of Motive Power'
Selected Years, 1937-57, and 1960 and 1970 Plans
(Continued)
f. Derived from index numbers in y.
g. By the end of the Fourth Five Year Plan the length of lines transferred to diesel traction had in-
creased 15 times compared with 1940. The figure for 1950 -(3,432 km) was dividedby 15 to,
derive diesel-operated kilometers for 194o.
h. Residual-,of the sum of electric plus diesel-operated kilometers subtracted from total kilo-
meters.
i. Percentages are derived by dividing steam-operated kilometers by total kilometers.
j.
1. Percentages derived by dividing diesel-operated kilometers by total kilometers'.
10/
n. 11/. Year for which figure applies is not specified but is inferred.
o. 12/. This is a rounded figure; other sources suggest a figure as much as 100 km less.
p. '13/. It is believed that figures from this source are accurate, although rough figures of
7,000 km in 1955 and 25,000 km in 1960 are the ones usually cited by Soviet sources.
q. 14/. Source adds, "Not counting 600 km transferred to other organizations in 1956."
r. 15/. ,Another source gives 6,380 km,_ 16/ but the figure of 6,325 km seems more authoritative.
s. 17/
t. 17/: This report estimates the total planned net addition to operating line in 1957 at
1,430 km.
u. 12/. Plan calls for electrification of 1,263 km in 1957.
v. 22/. Plan calls for conversion of 1,965 km to diesel traction.
w. 21/
x. 22/
y. This estimate is based on the Soviet plan to have 45,500 km of electrified route in 1970,
which is to be 30 percent of the total route length.
z. 23/
aa. 7/
bb. Derived by subtracting electrified kilometrage from total route length.
cc'. Based on Soviet statement that 30 percent of route kilometrage will be electrified and on the
plan to eliminate steam traction by 1970, 25/ the remainder to be dieselized.
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that by 1950 electric traction was in operation on 3,085 km of line
spread over 18 railroad systems._ Elimination of the 1,032-km
Karaganda-Akmolinsk-Kartaly line from the Fourth Five Year Plan, along
with substantial underfulfillment on stretches of the Trans-Siberian,
Trans-Caucasus, and Urals lines, helps to account for the completion
of only 35 percent of the over-all electrification plan. ELY
The Fifth Five Year Plan (1951-55) called for the elec-
trifying of 3,900 km of line.* E.1/ At the end of the plan period the
USSR announced a total construction of 2,267 km of electrified line. Ell/
Total length of electrified line was therefore about 5,400 km by the
end of 1955. During this plan period) there was emphasis on electri-
fying the Trans-Siberian, Trans-Caucasus, and Urals lines.** Figure 2***
shows the electrified and dieselized railroads in the USSR in 1955 and
for the 1956-60 and 1961-70 plan periods.
Many excuses have been given for failure to complete
planned kilometrage of electrified line. Some of the reasons enu-
merated in the Soviet press are failure to design orto produce adequate
base posts for the catenary net, absence of adequate numbers and types
of mercury rectifiers, inexperienced construction crews, and diffi-
culties of weather and terrain. These excuses, however, undoubtedly
were merely reflections of the urgent need for allocating material and
labor resources to other sectors of the economy and the lack of a
ready source of electricity. In some areas where :catenary construction
was being.carried out, the coincident construction of electric power
.substations lagged so much that power was not available on the antici-
pated data. In 1955 this impediment was claimed to have been largely
eliminated by the completion of electric power stations in areas
servicing the lines scheduled for electrification under the original
Sixth Five Year Plan (1956-60). In 1956 it was reported that substa-
tions were completed in some sections but that the power transmission
lines (apparently from powerplant to substation) had not been com-
pleted. Although electric locomotive construction also fell short of
plan, there is no evidence that a shortage of electric locomotives
prevented the operation of lines on which the Catenary had been com-
pleted. In fact, on a number of lines new electric locomotives were
placed in storage until the poles and catenary were installed. 12/
* The original plan announcement called for electrifying about four
times the kilometrage accomplished in the Fourth Five Year Plan, EV
which would be about 4,700 km. This announcement may refer to track
kilometers, however, rather than to route kilometers.
** Railroad electrification in the USSR as of 31 December 1955 and
future plans are shown in Appendix A.
*** Inside back cover.
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Million kilometers
150
125
100
75
50
25
Figure 1 50X1
USSR
LENGTH OF RAILROAD LINES WITH STEAM, ELECTRIC, AND DIESEL OPERATION
SELECTED YEARS, 1937-57 AND 1960 PLAN
......
.
....
. .
" ??????????
?
.".'.".........". . .
.
?
?
? ?
' ? "??????
? ? ? ? ?
? ? ..
? . .
.? ? ?
.*
. . ? ? ? ? ? ..
" ?
? .. . .
. ...?.?...
????
.
?:?::::::::::: ?
?
. .
?
%:?:?:?:?:?::::
*?::::::::?:-...
. . . . . .
?
'..."........
. .
. .. . . . . . . . .
?
?*:::::::::::::..
? ? ?
. . . . . . . .
-?:::::::::::.: ?
*?:?::::::.
. . . . . . .
? ? ? ....:????
??:::::.:::::::: : ?
.
? ? ????????:?:?:
. . . . . . . . .
::::::::::::: ' ?
?????????????
. . . .
?
*?:?::::::::::::::.:.;:.....;:.;::::.;:.......::::
? .....................
. . ...
....
?
. . . . .'...............*.?.
? ? ?
? ?
..
?::::::::::::.:
. .
. . .
.? ?.?
.'...?
.....?.
'.'
....-.....
,"...".?. .
. . . .
STEAM
'.'........
'. . . . .
?
. . . . . ...'
? ? ? ? ? ? ? ? ?
... .
. .
........
... . .
? ?
? -....
:?:?:?:?:?:?:?:?:?:?:?:?::
? ? ???????::::::::::::?:?:?:.
? ? ? ?
? - ?
" ? ?
. . . - . . .
X Z27
. " . . ZA777/17
IMO'
..
.....
? ? ?
-
/7"7:-
ELECTRIC
1937 1940 1945 1950 1951 1952 1953 1954
26113 2-58
1955 1956 1957
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1960
PLAN
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2. Performance.
In 1956, electric locomotives in the USSR performed 111.1
billion tkm, or 10.3 percent of the total of 1,079.1 billion tkm per-
formed by all Soviet railroads. Electric locomotives have hauled a
consistently increasing share of total rail traffic since 1940, when
they performed 10 billion tkm, or 2.4 percent of the total. Table 2*
shows the total rail freight traffic performed in the USSR, by type of
motive power, for selected years, 1940-57, and for the 1960, 1965, and
1970 plans. These data are also shown graphically in Figure 3.**
3. Inventory.
Estimates of cumulative production of main-line electric
locomotives in the USSR from 1932 through 1956 total 1,393 units.: In
addition, 15 units were imported from 1932 through 1934, making a ,
total of 1,408 units. Many of the electric locomotives produced or
imported in prewar years are still in use,. It is also estimated that
retirements between 1931 and 1956 totaled only about 45 units,***
which, subtracted from total acquisitions of 1,408 units, leaves an
estimated total inventory of main-line electric locomotives of 1,363
units on 31 December 1956 By contrast, the inventory of steam loco-
motives at the end of 1956 is estimated at 31,880 units (freight,
passenger, and switcher types). 31/ Table 3**** shows estimated pro-
duction and imports of Main-line electric locomotives by year from
1932 through 1956.t
? * Table 2 follows on p. 10.
** Following p. 10. '
*** It is estimated that 15 locomotives representing approximately
one-fourth of the nonstandard series, (such as Ss, 'SK, and SM) have
been retired. It is estimated that retirements of the standard series
(VL-19, VL-22, and VL-22m) have been very low and have probably been
limited to units involved in wrecks and fires. On this basis, retire-
ments of standard electric locomotives are estimated at approximately
30. No account could be taken in this estimate of -war losses or of
War booty.
**** Table 3 follows on p. 11.
t Basic characteristics, estimated total production through 1956
by major types of electric and diesel locomotives used in the USSR,
and photographs of these locomotives are shown in Appendix B. There
is evidence that during the postwar period the USSR has imported ,
electric locomotives from other countries and that it has attempted
to acquire additional ones. These locomotives, however, apparently
were all for industrial use and will not be considered in this re-
port. (Text continued on p. 12.)
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Table 2
Total Railroad Freight Traffic in the USSR, by Type of Motive Power
Selected Years, 1940-57, and 1960, 1965, and 1970 Plans
Year
Billion,Ton-Kilometers
Percentage Distribution
Total
Steam 2/
Electric 2/
Diesel 2/
Total
Steam
Electric
Diesel
1940
1950
1954
1955
1956
1957
1960 plan
1965 plan
1970 plan
415.0 12/
602.312/
856.8 21
970.9 2/
1,079.1 2/
1,209.0 !I
1,374.0 h
1,818 i
2,305 1/
404.2
567.4
769.4
835.0
893.5
967.2
783.0
273.0
0
10,0
21.7
54.0
82.5
111.1
145.1 f/
289.0
781.5
1,267.8
.0.8
13,2
33.4
53.4
71.5
96.7 f/
302.0
763.5
1,037.2 :
100
100
100
100
100
100
100
100
loo
97:4 2/
94,2 si
89.821/
86.0 2/
82.8
80.0
57.0 E/
15.0 2/
o
2.4 2/
3.6 E/
6.3
8.5 /
10.3 2/
12,0 E.,/
21.0 si
43.0 2/
550 2/
0.2 2/
2.2 s/
3.9 1/
5.5 s/
6:9 2/
J3.0 f/
22.0 E/
42.0 2/
45.0 2/
a. Computed from corresponding percentage data,
b. 32/
c. 33/
d. 7/
e. 35/
g. 37/, This source Shows that 20 percent of total ton-kilometers were performed by
diesel and electric locomotives combined. This is 241.8 billion tkm, which was distributed
between electric and diesel by interPolation between figures for 1954-56 and for 1960.
h. ,3f1/. 1956 and 1957 overfulfillment, largely due to increased Average length of haul in
spite of planned decreases, indicates probably overfulfillment of the 1960 plan to an esti-
mated 1,595 billion tkM. -
i. Estimated; projections based on absolute increase -- 1955 above 1950, and 1960 above
1955.
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10.0
0.8
USSR
TON-KILOMETERS PERFORMED
BY STEAM, ELECTRIC, AND DIESEL LOCOMOTIVES
SELECTED YEARS, 1940-56, AND 1957 AND 1960 PLANS
415.0
1940
26114 2-68
Steam
Electric
Diesel
13.2
(Billion ton-kilometers)
856.8
970.9
1954
1956
96.7
1957
Plan
Figure5,0X1
,374.0
1960
Plan
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Table 3
Production and Imports of Electric Main-Line Locomotives
by the USSR
1932-56
Units
Year
Production L/
Imports:LI
1932
3
8
1933
17c/
3
1934
19c/
4
1935
34
0 '
1936
46
0
1937
32
0
1938
.2
0
1939
17
0
1940
9
0
1941
7d/
0
1942-45
0 ?
0-
1946
1
0
1947
16
0
1948
38
-0
1949
82
0
1950
102
'0
1951
113
0
1952
110
0
1953
147
0
1954
158
0
1955
194
0
1956
216
0
Total
1,393
15
.
a. 39/. Except for 1941 figure.
b. 767.- The 8 were S series from the US; the 7 were Si
series from Italy.
c. Twenty-one of these were Ss series assembled from
parts imported from the US. 41/
d. Estimate.
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4. Investment.
Electrification of railroads demands large initial invest-
ment outlays which are expected to yield greatly increased railroad'
efficiency and reduced operating costs. Soviet engineers and planners
claim that these. benefits create operating savings which amortize the
initial investment in 3 to 10 years. Estimated investment in electri-
fied lines andelectric locomotives in the USSR for the periods 1926-45,
1946-50, 1951-55, 1956-60, and 1961-70 are shown in Table 4.*
Total investment in electrified lines and locomotives during
1926-55 is estimated to be 7,512 million 1955 rubles. The estimated
average total investment per kilometer of line electrified has been,,
rising, from 1,215,000 1955 rubles in the 1926-45 period to 1,552,000
rubles in the 1951-55 peribd. This increase reflects the fact that
electrification is being installed on steam-operated lines which have
reached relatively high freight as well as passenger traffic densities.
Earlier electrifications were cheaper partly because some of the lines --
in the Moscow area, for example -- were electrified only to carry suburban
passenger traffic while freight continued to be moved by steam loco-
motives.
B. Dieselization.
1. Kilometrage.
The first Soviet diesel-electric locomotive was put into
operation in 1924. 42/ Although the advantages of this type of traction
were widely discussed at that time, diesels were not used extensively
in the USSR until after World War II. In 1940, only 229 km of railroads
were considered to be dieselized (see Table 1, p. 6, above). Intro-
duction of diesels on the Ashkhabad Railway in Turkmen SSR in 1932 was
the first general attempt to use this type of traction on a system
basis'. 43/ This railroad system has long stretches of single-track line
of medium freight density crossing arid plains. With its only occasional
need for water and its relatively light fuel requirement, the diesel
locomotive could go for long distances across the plains without having
to stop for servicing.
By the end of the Fifth Five Year Plan (1951-55) the USSR
had a total of 6,400 km of diesel-operated line (see Table 1, p. 6,
above). In 1955, there was a total of 6,400 km of dieselized lines com-
paredvith 5,400 km of electrical lines. A large part of the electrified
line was double track, however, with high traffic density, whereas the
* Table 4 follows on p. 13.
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Table 4
Estimated Investment in Electrified Lines and Electric Locomotives in the USSR
for the Periods 1926-45, 1946-50, 1951-55, 1956-60, and 1961-70
'Period
Electrified Lines
Line Electrified h/
(Kilometers)
Electric Locomotives Electrified Lines and Locomotives
Estimated
Estimated Average Cost Average Total
Estimated Average Cost Estimated of Equipment Total Investment
Investment h/ per KilometerIiihi Number Produced Investment !/ per Kilometer Investment per Kilometer
(Million 1955 Rubles) (1955 Rubles and Imported 1/ (Million 1955 Rubles) (1955 Rubles) (Million 1955 Rubles) (1955 Rubles)
1926-1+5
1,900
1,900
1,000,000
231
409
215,000
2,309
1,215,000
1946-50 (Fourth
1,185
1,185
1,000,000
239
424
358,000
1,609
1,358,000
Five Year Plan)
1951-55 (Fifth
2,315
2,315 f/
1,000,000
722
1,279
552,000
3,594
1,552,000
Five Year Plan)
Total through
5,400
5,400
1,000,000
1,192
2,112
391,000
7,512
1,391,000
1955
5,400
1956-60
8,100
6,456 to
797,000 to
2,000 ii
3,544
438,000
10,000 to
1,233,000 to
8,456 e
1,044,000 LI/
12,000 1/
1,480,000
1961-70
- 32,000
32,000 L/
1,000,000
N.A.
N.A.
N.A.
N.A.
N.A.
a. From Table 1, p. 6-, above. ?
b. Derived by multiplying total line electrified by estimated average cost per kilometer. Including investment in expansion of capacity of electric power stations; con-
struction of electric power transmission lines, overhead power lines above the track, and transformer stations yil; and related improvement of signaling, communications,
and personnel-housing facilities. It is not clear whether only power stations and transmission lines of the Ministry of-Railroads are included or whether a proportionate
share of the facilities of the Ministry of Electric Power is also included.
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Table 4
Estimated Investment in Electrified Lines and Electric Locomotives in the USSR
for the Periods 1926-45, 1946-50, 1951-55, 1956-60, and 1961-70
(Continued)
c. The averages shown in this column may be compared with the Gosstroy (State Construction Administration) standard costs for electrifying 1 kilometer of operating rail
line 1.:11/: single-track main line, 350,000 rubles; double-track main line, 560,000; single-track suburban line, 530,000; double-track suburban line, 1 million. Another
Soviet statement estimated the full costs of electrification (apparently including electric locomotives)to be as high as 1 million rubles per kilometer, presumably in
1955. 46/ 'Another Soviet source shows a total expenditure for stationary installations only (including expansion of power stations and construction of high-voltage
transmission line) of 1.1 million rubles per kilometer of single-track line and 1.5 million rubles per kilometer of double-track line. 47/ Although it is difficult ti
set an accurate 1955 price; an estimated average of 1 million rubles per kilometer ds believed to be reasonable.
d. Not including the cost of multiple-unit suburban passenger equipment used on electrified railroads in the vicinity of large cities.
e. Based on an estimated average cost per unit of 1,772,000 rubles.
f. 48/. Source shows that 381 million rubles of this amount were spent in 1955.
g. Calculated by subtracting the estimated 3,544-million-ruble investment in electric locomotives from the announced total investment for electrification of 10 billion
to 12 billion rubles.
h. Derived by dividing estimated investment by total line electrified.
i. "At least 2,000 electric locomotives" are to be produced in the Sixth Five Year Plan period.)22/
k. Based on a statement by.the Deputy Chief of Main Administration of Electrification and Power Economy of the Ministry of Railroads that the general transport electri-
fication plan (for electrifying 40,000 km in the 15-year period 1956-70) will require a capital investment of more than 30 billion rubles. 21/ It is believed that'this
excludes the cost of electric locomotives because this figure would average 750,000 rubles per kilometer.
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-a
a.
S-E-C-R-E-T
dieselized lines were primarily single track and of low traffic
density. Because of inherent operating advantages in waterless
areas, diesels Were first utilized in Turkmen, Tadzhik, Uzbek, and
Kazakh SSR's; in the Trans-Volga area; and in the Caucasus.
2. Performance.
Diesel locomotives performed less than 1 percent of the
total ton-kilometers of Soviet railroads in 1940 and by 1950 had in-
creased their share to only 2.2 percent (see Table 2, p. 10, above).
In 1955, at the end of the Fifth Five Year Plan, they were performing
only 5.5 percent of total ton-kilometers.
3. Inventory.
Production of diesel locomotives from 1924 through 1956
totaled 1,063 units, And imports totaled 108 units. Net acquisitions
were therefore 1,171 units. Of this total, it is estimated that
121 units were retired or otherwise deducted from total inventory.*
The inventory of main-line diesel locomotives at the end of 1956 is
therefore estimated at 1,050 diesel units. Tabe 5** shows estimated
production and imports of main-line diesel locomotives by the USSR for
1924-26 and 1930-56.
* It is believed that the 96 locomotives imported from the US during
World War II were converted into TE-1 and TEr2 locomotives and were thus
included in Soviet production figures (the 66 type Da diesels imported
from the US were probably converted to 66 type TE-1 locomotives, and
the 30 single-unit type Db diesels imported from the US probably con-
verted to 15 2-unit type TE-2 locomotives). It is estimated that of
the remaining 1,075 locomotives (1,063 produced plus 12 imported), there
were only about 25 units retired. Of the 55 units produced and imported
in prewar years (primarily the REL and OFT, types), it is estimated that
one-fifth, or 11 units, were retired, leaving 44 in operation. Of the
1,014 units produced from 1947 to 1956 (primarily 11E-1, TE-2 and TE-3
types), it is estimated that only about 14 have been retired, leaving
about 1,000 in operation.
** Table 5 follows on p. 16.
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5nx1
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Table 5
Production and Imports of Main-Line Diesel. Locomotives
by the USSR 9../*
1924-26 and 1930-56
Units b/
Year
Production
1924
1!!'
1925
0
1926
0
1930
0
1931
2
1932
1
1933
' 1
1934
80
1935
4
1936
:13
1937 .
4
1938
4
1939
6
1940
5
1941
0
1942
0
1943
0
1944
0
1945
0
1946
0
1947
25
1948
69
1949
128
1950,
, 125
1951
76
1952
75
1953
101
1954
,120
1955
134
1956
161
',Imports
1
3
1
0
0
1
0
0
0
0
0
0
0
0
0
0
66 di e/
30 lei
0-
0
_6 0
0
0
0
'0
0
0
0
0
Total- . 1,063 5/ 108
?ti
Footnotes for Table 5 follow on p. 17.
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Table 5
Production and Imports .of Main-Line Diesel locomotives
,by the USSR 21
1924-26 and 1930-56
(Continued)
a. Source/ except where, otherwise indicated.
b. Postwar production of TE-2 diesel-electric loco-
motives is stated in terms of two-unit docoMotives;
TE-3 production, which began in 1953, is in terms of
Single, units.
c. Estimated.
d. Seventy were exported, but four were lost en route.
e. It is believedthat these locomotives were .given a
Soviet designation and were also included in production
figures in later years- -(see footnote, p. 15,. above).
f. Year of import not certain.
g. This production total is believed to include the
96 locomotives also shown as imported from the US
4. Investment.
No announced figures are available on annual or -5-yOar
plans for investment to be made in dieselizing railroads.. Invest-
ment in dieselization has received less attention in Soviet publica-
tions.than has investment in electrification. On the basis of Soviet
sources, an average figure of 4o,000 rubles per kilometer for perma-
nent installations is used in this report. The major portion of such
investment is probably expended on establishing diesel repair and
servicing (Such as fueling) facilities. It is possible that italso
includes the cost of lengthening siding and yard tracks so that the
longer trains, which can be pulled by diesel locomotives, can be
accommodated.
The estimated investment for dieselization in the USSR,
including line facilities and locomotives, for 1924-55 and the 1956-60
plan is shown in Table 6.* Total investment for 1924-55 is estimated at
1,805 million 1955 rubles. The average total investment per kilometer of
* Table 6 follows on p. 19.
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dieselized line jumped from an estimated 78,400 1955 rubles in 1924-45
to 401,000 rubles in 1956-60. The small investment per kilometer in
1924-45 was caused by the fact that diesels were installed primarily
on single-track lines which did not have high traffic density and there-
fore required a comparatively small investment in ancillary facilities
and only a small number of diesel locomotives per kilometer of line.
The cost of diesel locomotives represents a very high
percentage of the total investment required to dieselize a railroad
line. It is estimated that during 1924-45 locomotives represented
about 50 percent of total investment for dieselization. In the Fifth
Five Year Plan and later planning periods, diesel locomotives repre-
sent 90 percent of the total investment. By contrast, electric loco-
motives represent less than half the total investment required to
electrify a line, although the price per unit is roughly equal to the
average price per diesel unit (see Table 4, p. 13, above).
III. Summary of Long-Range Plans and Progress.
A. Plans for Electrification.
17 1.956-60 Plan.
Announced Soviet plans for 1960 call for the electrification
of 8,100 km of route, which will increase the total length of electrified
stretches to 13,500 km at the end of 1960 (see Table 1, p. b, above).
This figure apparently does not include the Dudinka-Noril'sk line
(about 100 km), which is not yet included in the total kilometrage 54/
but which has been in operation and is to'be electrified in the present
plan period. 55/
. ?
Most of the 8,100 km to be electrified will be supplied
with the standard 3,000 volts direct current (DC), but the USSR hopes
to equip about 2,500 km initially with an alternating current (AC) system
and a new type of AC locomotive.* 56/ The latter kilometrage includes
'not,only the Clzherel'ye-Pavelets line running southeast of Moscow but
also the 1,341-km Mariinsk-Cheremkhovo section of the Trans-Siberian Rail-
road.** 57/ The adjoining sections of the Trans-Siberian from Novo-
sibirsk to Mariinsk and from CheremkhoVo to Irkutsk will operate, for
the time being at any rate, on DC. Z../
* For a discussion of the relative merits of AC and DC electri-
fication, see Appendix C.
** See Figure 2, inside back cover.
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Table 6
Estimated Investment in Line Facilities and Diesel Locomotives
for the Dieselization Program in the USSR
1924-55 and 1956-60 Plan
Pt
Period
1924-45
1946-50 (Fourth
Five Year Plan)
Total
Diesel Line Facilities
Total Length
of Line 2/
(Kilometers)
1,442
1,990
1951-55 (Fifth 2,968
Five Year Plan)
'Total
Total through 1955 6 400
1956-60 19,600
Diesel Locomotives
Diesel Facilities and Locomoives
Estimated
Investment 12/
(Million 1955 Rubles)
Number Produced
or Imported
(Units)
Estimated Average
Price per Unit
(1955 Rubles)
Estimated
Investment
(Million 1955 Rubles)
Total
Investment
(Million 1955 Rubles)
Average Total
Investment per
Kilometer of Line
(1955 Rubles)
58
80
119
257
784
55 2/
6 2/
301 TE-1 E/
46 TE-2 h/
501 TE-2 h/
4 TE-3 1/
1 TE-4 1/
4,5oo 121
1,000,000 El
1,000,000 El
1,060,000 El
2,120,000
2,120,000
1,600,000 El
2,600,000 "21
1,660,000 2/
55
6
319
97
422
1,062
6
3
1,071
113
502
1-190
78,400
252,000
101,000
282,000
407,000 2/
548
1,805
7,200
7,984 2/
a. See Table 1, p. 6, above.
b. Estimated at 40,000 rubles per kilometer of line, based on a Soviet statement showing a cost of 30,000 to 40,000 rubles per kilometer of line. 22/
Most dieselized lines are single track. The higher figure is used to take into account the dieselization of some double-track lines.
c. See Table 5, p. 16, above. Including production, which consisted of the following types: Shchel, OEL, EEL, and VM-20, and all imports, except for
the 96 imported from the US which were believed to be converted to TE-1 and TE-2 types.
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Table 6
Estimated Investment in Line Facilities and Diesel Locomotives
for the Dieselization Program in the USSR
1924-55 and 1956-60 Plan
(Continued)
d. Estimated.
e. See Table 5, p. 16, above. Imported locomotives. ,
f. See Table 8, p.-30, below. .The-TE-1 locomotives were produced from 1947 through-1950.
g. Based on the 1955 price per horsePower of the TE-3.
h. Of the 548 TE-2 locomotives (each composed of 2 units) produced, as shown in Table 8, p.30, below, it is estimated that 46 were produced in 1949 and
1950 and the remainder from 1951 through 1955. Of the latter, one unit was converted to the TE-4.
i. Price 'quoted is 1,060,000 rubles for a single unit of a TE-2, or 2,120,000 rubles for a 2-unit TE-2 locomotive. The former price is compatible
with a price of 1,040,000 rubles for 1 section of a TE-2 locomotive as given in an official Soviet price handbook. Lj
j. Estimated.
k. L/.. At 1,600,000 rubles for a 1-unit 2,000 hp TE-3 and 1,060,000 rubles for 1 unit of .a. TE-2, the TE-3 would be 25 percent cheaper per horsepower than
the TE-2.
1. This locomotive was made up of two TE-2 units, with a gas generator unit between.
m. Estimated on the basis of the TE-2 price, plus estimated cost of a gas generator unit.
n. L/. By 1960 the USSR planned to produce 2,250 main-line, 2-section diesel locomotives, or 4,500 individual units. Many of these will be TE-3 units,
and some will be TE-7, which is a modification of the,TE-3 for passenger and express train service.
o. Estimated on the basis of the price of the TE-3 diesel.
p. Imports of diesel locomotives plus domestic production of diesel-mechanical standard-gauge switchers and narrow-gauge diesel locomotives will raise
these figures to an estimated total of 9 billion rubles, or an average cost per kilometer of 459,000 rubles.
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a. Trans-Siberian Railroad.
Electrification of the country's principal east-west
railroad, the Trans-Siberian, between Moscow and Vladivostok (9,447 km
via Kuybyshev), is to be completed from Moscow to Slyudyanka (5,446 km)
on Lake Baykal by 1960, via Kuybyshev, Chelyabinsk, Omsk, and Novo-
sibirsk. The target date for electrification of the-entire line to
Vladivostok is.1965. By the end of 1955, 1,444 km of this route had
been electrified (see Appendix A). 64/ A recent radiobroadcast stated
that electrification of the stretch of the Trans-Siberian line between
Ulan-Ude and Petrovskiy Zavod would begin shortly, presumably in 1957. .L/
This is the first indication of plans for electrification of the Trans-
Siberian east of Slyudyanka before 1960. Steep grades and fairly heavy
traffic on this 143-1cm section, as well as the existence of a large
powerplant in the Ulan-Ude section, make plans for its early electri-
fication plausible.
The Inskaya-Belovo stretCh of the Trans-Siberian branch
line to the Kuznetsk Coal Basin is to be electrified during this 1956-60
period. The 19 km between Novosibirsk and Inskaya and the 141 km from
Belovo to Novokuznetsk (Stalinsk) were previously converted to electric
traction.
Although. not listed in early reports of railroads to be
electrified, a branch of the Trans-Siberian Railroad from Omsk to
Nazyvayevskaya on the Omsk-Tyumen-Sverdlovsk line was included in plans
for 1956, and electrification was completed in 1956.
b. Urals.
Announced Soviet plans called for the immediate electri-
fication of two important new lines in the Urals, whose construction is
to be completed by 1960. One from Klzel to Perm' (Molotov) is to cut
the rail haul of Kizel coal to Molotov and points beyond by more than
80 km. The other, 'rom Magnitogorsk through the Urals to Abdulino, a
distance of 540 km, is the last stretch on the western end of the South
Siberian Railroad. It will substantially reduce the rail distances
between the important Urals metallurgical center of Magnitogorsk, the
Ishimbay oilfield, and more distant points in the European USSR.
The existing 252-km north-south rail route between Sverdlovsk and
Chelyabinsk will also be electrified, 67/ thus bridging the gap in
electric traction between the electrified networks of the Northern
Urals and railroads serving the important mineral and industrial centers
in the Southern Urals and Northern Kazakhstan.
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c. Donets Basin.
The line running from the Donets Coal Basin through
Khar'kov to Moscow is to be electrified by 1960. This line carries
heavy coal traffic from the country's most important coal basin princi-
pally to the Moscow industrial area.
It was recently announced that electrification of another
important Donets Basin line, the 174-km stretch from Bataysk to Likhaya
on the rail route between Moscow and the Caucasus via Voronezh, would
be carried out in 1958. 2,/ This stretch passes through Rostov-on-Don
and serves mines in the vicinity of Shakhty.
Electrification of the Yasinovataya-Pyatikhatki line
between the Donets Coal Basin and the Krivoy Rog metallurgical industry
is also to be completed by 1960.
d. Moscow Area Lines.
Considerable electrification of suburban lines emanating
from Moscow is anticipated during 1956-60. The planned increase of
electrified lines in the Moscow area during the period has been reported
variously as 700 km, 69/ 880 km, 70/ and 1;000 km. 71/ These various
-distances may indicate either a lack of a final decision on priorities
or the inclusion or omission either of the Moscow terminal distances of
through routes or of the Moscow and Leningrad subway system.
On the main Moscow-Leningrad railroad the Klin-Kalinin
stretch is to be electrified by 1960 so that electric locomotives will
be able to operate all the way from Moscow to Kalinin (167 km). One
Soviet rail magazine reports that electrification will be completed by
1960 from Leningrad to Malaya-Vishera (162 km). 72/ A rough map in a -
Soviet newspaper confirms electrification plans for a section extending
from Leningrad approximately to this point. IV Another map, however,
does not show it, Ili/ and a third map shows that dieselization is planned
for. the whole section from Tosno to Kalinin. 12/ Therefore, it appears
that if the entire Moscow-Leningrad line is to be electrified, it will
take place after 1960, before which time the line will be operated for a
number of years with diesel locomotives.
Electrification of the 52 km between Mikhaylov and
Pavelets, which is the second section of an experimental AC line which
will extend from Ozherel'ye to Pavelets (137 km), is also planned. The
first section from Ozherel'ye (124 km southeast of Moscow) to Mikhaylov
was wired in 1955 and at present is being used for the testing of new,
types of AC locomotiVes.
Other Moscow area lines to be electrified by 1960 are
Aleksandrov=Vspol'ye, Zheleznodorozhnaya-Fryazevo-Noginsk, Iksha-Dmitrov,
Lyubertsy-Kurovskaya-Cherusty.,_Golitsyno-Mozhaysk, Aprelevka-Maloyaro-
slavets, and Novoiyerusalimskaya=Volokamsk.
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e. Murmansk Line.
6
There is some question of what electrification is planned
on the Leningrad-Murmansk line. The single-track section between
Kandalaksha and Murmansk (278 km) has been operated by electricity for
a number of years, the original objective having been to minimize diffi
culties of cold weather. According to present plans, /Y the railroad
from Sorokskaya to Apatity (484 km) is to be double tracked. Of this
distance, 94 km are north of Kandalaksha, and this portion of the new
double track presumably will be electrified. One Soviet source reports
that the line is to be electrified from Kandalaksha as far south as
Loukhi (167 km) in 1958,_77/ but none of the Soviet maps of lines to
be electrified by 1960 includes this stretch, and several other sources
report that the section is to be dieselized during this period. 78/
Reasons for the double tracking and priority changeover of motive
power on this line, in addition to cold weather, appear to include a
planned doubling of the traffic, particularly of northbound timber and
building materials and of southbound metallic ores and phosphate rock
(apatite). 79/ Density of freight traffic on the electrified section
between Kandalaksha and Murmansk is reported to have reached 5 million
tkm per kilometer in 1954 80/ compared with the national average
density of 7 million tkm per kilometer. ill/
f. Caucasus Line.
Electrification of the Sukhumi-Sochi-Belorechenskaya
line (3)i7 km) along the eastern shore of the Black Sea is scheduled -
.0
for completion by 1960. This line is an extension of the previously
electrified Akstafa-Tbilisi-Sukhumi section.
g. Other Suburban Lines.
Electrification is planned by 1960 of a number of
suburban lines, not all precisely identified, radiating from Baku, Kiev,
Khartkov, and Stalingrad. L3E/
2. Progress in 1956.
In 1956 it was planned to electrify 847 km of railroad,
or 981 km if the Irkutsk-Slyudyanka section which was completed in
1955 j',.V but not put in operation until April 1956 is included. 84/
Actually a total of 969 km of electrified line was put in operation
in 1956. Table 7* shows railroad lines electrified in the USSR in
1956 and those to be electrified in 1957.**
* Table 7 follows on p. 24.
** Continued on p. 26.
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Table 7
Additions to the Soviet Electrified Rail Network
1956 and 1957 Plan
Kilometers
Lines Electrified During 1956 a/*
Length 12/
Lines Planned for Electrification During 1957
Length 12,./
Trans-Siberian Main Line
(including European section)
Syzrant-Kuybyshev Ej
136
Dema-Rayevka
105
PokhvistnevO-Rayevka cJ
250
Kurgan-Makushino
131
Chelyabinsk-Kurgan c
257
Branch Lines of Trans-Siberian
Omsk-Nazyvayevskaya
149
Be1ovo-Promyshlennaya
86
Other Main Lines to the East
Zheleznodbrbznnaya-Noginsk si
44
Ural Lines Not Included Else-
where
Kizel-Perm' (Molotov)
160 1/
Moscow-Khar'kov-Donbass
Serpukhov-Skuratovo 2/
185
Khar'kov-Merefa
22
,Other Moscow-Donbass-Caucasus
Connections
Mikhaylov-Pavelets
52
Caucasus Lines
Tuapse-Belorechenskaya
126
Sukhumi-Sochi
139
Zestafoni-Chiatura (new line)
36 2./
Footnotes for Table 7 follow on p. 25.
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Table 7
Additions to the Soviet Electrified Rail Network
1956 and 1957 Plan
(Continued)
Kilometers
Lines Electrified During 1956 a/ Length 12/ Lines Planned for Electrification During 1957 Length12/
Other Moscow and Leningrad Area
Lines'
Iksha-DMitrov 20 Klin-Kalinin 78
Carpathian Lines
Mukachevo-Lavochne 79
Total 835f:/ 1;220 g/
b. Distances from official passenger timetable L/ unless otherwise noted.
c. 87
d.
f. Irkutsk-Slyudyanka section (13)-i- km) has been excluded because it has been counted with lines in
1955. With the-addition of this line, the 1956 total is 969 km.
g. This total does not agree precisely with the 1957 plan to put 1,263 km of electrified line 90/
in operation, perhaps because of variations in length of line as shown in various Soviet official
sources. Plan fulfillment data-for 1957,. received after compilation of this report, shows that
the goal for total completions Was fulfilled.
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On the basis of 981 km scheduled for electrification in 1956, it
can be computed that the plan for putting electrified stretches in
operation was 99 percent fulfilled. This is a considerable improve-
ment over 1955, when 490.5 km, or 63 percent of the plan, were put in
operation. 21/ (Table 1, p. 6, above, shows a 553-km increase in 1955
because the figure for 1955 is rounded.) Nevertheless, performance in
1956 in other aSpects of rail electrification has been adversely criti-
cized in the Soviet press. One article pointed out that the plan for
preparatory work during 1956 for 1957 electrification projects was
fulfilled by only 77 percent. It was stated that plans for the manu-
facture and installation of concrete supports were not being fulfilled
.and that less than half the planned number of concrete supports were
set up. The process of digging excavations for supports, which accounts
for more than half the labor expended in construction of an overhead
contact network,, was still being performed by hand, and other time-
consuming methods were also being used. Although a promising new
pile-driving machine was being tested, the first dozen will apparently
not be available until 1958. 92/
3. Plans for 1957.
During 1957, 1,263 km of electrified lines were planned to
be put in operation 93/ (see Tables 1, p. 6, and 7, p. 24, above). The
major portion of this was to be composed of three sections on the
Moscow-Kuybyshev-Omsk line: Syzrant-Kuybyphev, Pokhvistnevo-Rayevka,
and Chelyabinsk-Kurgan. 94/ Together, they totaled 643 km, or about
half the lines scheduled for electrification in 1957.
Several other stretches have also been reported as scheduled
for electrification in 1957. One is the 86-km Promyshlennaya-Belovo
section 95/ of the Kuznetsk Basin branch line of the Trans-Siberian. A
second is the 78-km Klin-Kalinin 2.?./ section, on the main Moscow-Lenin-
grad route. In addition, the recently completed 36-km line from
Zestafoni to Chiatura, a manganese center in the Caucasus, will be con-
verted to electric traction in 1957. 21/ This new line runs parallel
to the old narrow-gauge line from Shorapani to Chiatura. Regular traf-
fic on the new line began in September 1956. 2.g./
There are also plans for electrification of suburban lines
radiating from Leningrad and Khar'kov during 1957. 99/
It has already been mentioned that preliminary work on
1957 projects during 1956 was not so extensive as planned. As of
1 November 1956, none of the 3,700 supports for the catenaries which
were supposed to have been supplied to the Chelyabinsk-Kurgan section
of the Trans-Siberian line had arrived. The Rayevka-Pokhvistnevo
section had received only 78 of 2,700 supports planned and the
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Kuybyshev-Syzran' stretch only 78 of 2,488 planned. 100/ Thus the
year's work started with a handicap, but not apparently an Insuper-
able one, since the 1957 plan for line electrification was in fact
realized.
4. Plans for 1958-60.
About 2,188 km of line were electrified in 1956-57,
leaving about 6,046 km of electrified route to be put in operation
during 1958-60 in order to fulfill originally announced goals of
placing 8,100 km of newly electrified line in operation by 1960.*
About 1,694 km are to be put in operation in 1958, and, starting in
1960, no fewer than 2,500 km are to be completed per year. 101/
Therefore, the schedule of electrification for the period
1958-60 appears to be approximately as follows:
Year
Estimated Kilometers
of Line to Be Electrified
1958
1,694
1959
1,852
1960
2,500
Total
6,046
Moscow-Ryazan is one of the lines to be completed during
1958. Presumably, electrification of the Zheleznodorozhnaya-Fryazevo-
Noginsk and Aleksandrov-Vspol'ye lines will also be completed in 1958.
These lines are included in a list of lines in the Moscow area which
are being electrified and which are scheduled to be opened for use in
197( and 1958, 103/ but they do not appear in available lists for
1957 alone. The remaining lines radiating from the Moscow rail center
will be electrified for distances of at least 50 to 100 km by 1960.
Electrification is also to be completed on the route from Moscow through
Khar'kov. 104/
5. Plans for 1961-70.
A general plan for electrification of some 40,000 km of
railroad lines during the 15-year period 1956-70 was outlined by the
Twentieth Congress of the Communist Party of the USSR and was approved
by the Soviet government. The total length of electrified route is
* This calculation assumes that the Irkutsk-Slyudyanka section (134 km)
was not included in the 8,100-km plan figure.
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supposed to increase from 5,400 km in 1955 to 13,500 km in,1960, to
about 29,000 km in 1965, and to about 45,5004cm in 1970. 105/ By the
1970's the electrified network is to be 30 percent of the entire rail
kilometrage. 106/ The pattern includes routes with high freight
traffic density, lines in mountainous areas, lines with heavy passenger
traffic and the suburban lines of large cities. 107/
Electrification of remaining nonelectrified sections of
the Trans-Siberian Railroad between Slyudyanka and Vladivostok is tr,
be completed by 1965. 108/ Additional lines connecting Moscow with the
Urals will be electrified. Specific stretches named in Soviet publi-
cations include the shortest route from Moscow to Sverdlovsk (via
Kazan) and a second route to Sverdlovsk Kazan' via Zheleznodorozhnaya,
Fryazevo, Petushki, Gor'kiy, Kirov, and Perm', 109/ as well as the
route from MOSCOW to Kirov via Yaroslavl'. 110/ The section branching
off the latter line at Danilov and running through Vologda, Konosha,
and Kotlas to Vorkuta has also been listed among lines to be electrified
after 1960, 111/ and one source also mentions plans for electrification
of the route between Leningrad and Vorkuta. 112/
Completion of the electrification of the main lines between
Moscow and Leningrad is planned for the 1961-70 period, 113/ and all
railroads in the Kuznetsk Basin and in the Urals will be electrified.
The dense network of railroads in the Donets Basin and the Krivoy Rog
region is to be converted to electric traction. Other important lines
to be electrified are the routea from Moscow to Rostov and from Tbilisi
to Yerevan (Armenian SSR), 114/ the connection between Slavyansk in
the Donets Basin and Rostov, 115/ and the stretch from Armavir to
Mineral'nyye Vody. 116/
The remaining lines radiating out from the Moscow rail
center are to be electrified for a distance of 50 km to 100 km or more
in 1961-70. 117/ In addition, there will be further electrification
of suburban line's in other cities, including Leningrad, Kalinin, Riga,
Tallinn, Kiev, Khar'kov, Dnepropetrovsk, Rostov, Sochi, Sukhumi, Tbilisi,
Baku, Stalingrad, Kuybyshev, Ufa, Gor'kiy, Molotov, Sverdlovsk) Chel-
yabinsk; Omsk, Novosibirsk, and Irkutsk. 118/
The magnitude of the electrification effort of the USSR for
1961-70 ?is indicated by the fact that it is planned to electrify
32,000 km of line and to have a total of 45,500 km of electrified line
by 1970, whereas at the end of 1950 all other countries of the world
combined had only 45,837 km of electrified line. 119/ Thus in .a single
10-year period the USSR plans to electrify kilometrage equal to 70 per-
cent of that existing in the remainder of the world in 1950. Although
electrification of rail lines in the USSR in the past few years has
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been closer to plan than in previous years, it seems unlikely that
electrification of 32,000 km of line in 1961-70 will be realized.
B. Plans for Dieselization.
1. 1956-60 Plan.
During the period 1956-60 the total length of lines in
the USSR. operated by diesel traction is supposed to increase from.
6,400 km at the end of 1955 to 26,000 km by the end of 1960. 120/
Lines to be dieselized during this period fall into two principal
categories: (a) heavy-density, primarily single-track, lines re-
quiring an increase in capacity but not scheduled for electrifica-
tion during the Sixth Five Year Plan and (b) lines on Which water
supply is inadequate and fuel coal is not readily available in
adequate quantities. 121/
Priority is being given to dieselization of the follow-
ing lines: Moscow Belt Railroad, Kalinin-Leningrad, Valuyki-Liski-
Rtishchevo-Penza, ChkaloV-Kandagach, Dzhusaly-Aryse-, Karaganda-
Mointy, and Akmolinsk-Kulunda-Barnaul. 122/ These and other stretches
to be dieselized are shown in Figure 2.*
By 1960, dieselization will be concentrated on lines
radiating from Moscow and on lines in dry areas. Lines from Moscow
which will be at least partially dieselized (sections in the vicinity
of Moscow will be electrified by 1960) include those leading to or
toward Leningrad, Kiev, Valuyki, Liski-Rostov-Baku (vicinity), and
Kazan'-Sverdlovsk-Nazyvayevskaya. Lines in or into dry areas which
are to be dieselized by 1960 include Valuyki-Liski-Saratov-Kandagach-
Dzhusaly, Kustanay-Kulunda, Akmolinsk-Kulunda-Barnaul, Karaganda-Chu-
Arys', Zharyak-Dzhezkazgan, Aktogay to the Chinese border, Krasnovodsk-
Chardzhou-Bukhara, Kungrad-Chardzhou, Kagan-Karshi, Sagiz-Kartaly,
Rayevka-Kartaly-Tobol, Gudermes-Astrakhan'-Urbakh. Other lines in-
clude Kandalaksha-Petrozavodsk, Kiev-Rostov (with one section elec-
trified), and Leninakan to the Vicinity of Baku. 123/
2. .Progress in 1956 and 1957.
In 1956, 700 km of line were converted to.diesel traction,
including Rtishchevo-Penza, Orsk-Kuvandyk, Kagan-Karshi, Urbakh7
Anisovka, and Verkhniy Baskunchak Paromnaya.
The 1957 plan,,apparently fulfilled, called for conversion
of 1,965 km to diesel traction, including Rtishchevo-Povorino-ValuYki,
Dzhusaly-Arys', and Karaganda-Mbinty, 125/ as well as all sections of
the Moscow Belt Railroad not dieselized earlier. 126/_
* Inside back cover.
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C. Plans for Production of Locomotives.
According to the original Sixth Five Year Plan, the USSR plans
to produce a total of 2,250 main-line, 2-section diesel locomotives
(or 4,500 individual units) and at least 2,000 main-line electric loco-
motives during the 1956-60 period. 127/ The last steam locomotives
were produced in 1956. 128/ The planned increase in total horsepower
of both diesel and electric locomotives is much greater than the planned
increase in inventory of these types of locomotives. The 2,250 2-section
diesel units, with a total of 4,000 horsepower (hp) each, will be the
equivalent of 9,000 locomotives of the TE-1 type, which are 1,000 hp
each.
Annual production figures for diesel and electric main-line
locomotives _for 1950, 1954-57, and the 1960 plan ara shown in. Table 8.*
Table 8
Production of Diesel and ,Electric Main-Line Locomotives
in the USSR
1950, 1954-57, and 1960 Plan
Units
Year
Diesel Main-Line
Locomotives
Electric Main-Line
Locomotives
1950 a/
1954 :a/
1955 2./
1956 b/
1957 -E/
1960 plan g
125
120
134
161
400
1,630 2/
102
158
194
216
270
550
a. 129/. Production in 1954 and 1955 consisted pri-
marily of 1E-2 diesels, each unit made up of two sec-
tions.
b. .130/
c. 131/
d. 132/
e. 1133/. The figure for diesel locomotives appears in
several sources, accompanied by a statement that pro-
duction in 1960 will be 12 times greater than that of
1955.
The USSR presumably will also import diesel and electric loco-
motives from Soviet Bloc countries which are now converting their steam
locomotive plants, including Czechoslovakia, Hungary, Poland, Rumania,
and East Germany.
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D. Related Investment Plans.
During the past 30 years, investment in all transport in the
USSR has evidenced a definite percentage decline relative to total
investment in the Soviet economy as a whole. While this has been
taking place, railroad electrification and dieselization have been
receiving an increasing share of the investment allocated to the
railroads. Table 9* shows investment in railroads in the USSR,
by 5-year periods for 1946-60. This table shows that while total
investment in railroads rose from 35.4 billion current rubles in the
Fourth Five Year Plan to a planned figure of more than 70 billion
rubles in the Sixth Five Year Plan, the percentage for electrification
and dieselization combined rose from 3.4 percent in the former period
to between 27.2 to 30.0 percent in the latter period. Electrifi-
cation and dieselization totaling 112,200 km are planned for 1961-70
compared with the planned total of 39,500 km to be achieved by
1960 (see Table 1, p. 6, above). Although many lines with the
highest traffic density will have been electrified by 1960 and
although the average cost per kilometer may therefore be somewhat
less in 1961-70, it is possible that total investment in electri-
fication and dieselization in the 1961-70 period may reach as much
as 50 percent of total investment in railroads.
E. Related Traffic Plans.
Soviet-plans call for a continued increase in freight traf-
fic during 1956-60. Railroad performance is to increase from 970.9
billion tkm in 1955 to 1,374 billion tkm in 1960 (see Table 2, p. 10,
above). No plans have yet been announced for total ton-kilometer
performance in 1965 and 1970, but they are estimated at about 1,818
billion tkm and 2,305 billion tkm, respectively.
There is to be a rapid increase in traffic performed by elec-
tric and diesel traction from 14 percent of total rail ton-kilometers
in 1955 to 43 percent in 1960, 85 percent in 1965, and 100 percent in
1970. In absolute terms this means a planned increase in traffic per-
formed by diesel and electric traction from the 1955 figure of 156
billion tkm to 591 billion tkm in 1960.
Simultaneously, the share of traffic performed by steam traction
is supposed to decrease from 86 percent of total freight traffic, or
835 billion tkm, in 1955 to 57 percent, or 783 billion tkm, in 1960 and
is to disappear completely by 1970. In 1956, freight traffic performed
by steam traction decreased to about 83 percent of the total, but the
absolute volume increased to 893 billion tkm. Performance in 1957
Table 9 follows on p. 32.
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Table 9
Total Investment in Electrification and DieselizatiOn of Railroads in the USSR
by Five Year Periods
1946-60
Investment Percentage of Total Investment
(Million Current Rubles) for Railroads
Five Year
Plan Period
Total for
Railroads
Electri-'Diesel-
/
fication ization/12/
Electri-
fication
Diesel-
ization
Total Dieselization
and Electrification
Fourth (1946-50)
Plan
Actual
Fifth (195155)
Actual
Sixth (1956-60)
Plan
40,100 2/
35,400 c/
45,000 2/
More than
70,000 2/
1,300 2/
861
' 2,755:
10,000 to
12,000
N.A.
371
1,190 1/
9,000 E/
3.2
2.4
6.1
14.3 to
17.1 11/
N.A.
1..0
2.6
12.9
3.2
3.4
8.7
27.2, to
30.0
a. Table 4, p. 13, above) gives the methodology for comparable data in 1955 rubles.
b. Table 6, p. 19, above, gives the, methodology for comparable data in 1955 rubles..
c. 134/
d. 135
e. 136/
f. 1955 prices were applied to the entire 5-year period because of a lack of more complete
data.
g. Table 6 shows 7,984 million rubles, which is increased to 9,000 million on the basis that
the USSR will also import diesel locomotives.
h. Support for this, or a higher, percentage comes from a Soviet statement that about
20 percent of funds allocated for capital construction in railroad transportation in 1957 are
for electrification. 137/
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showed a further decrease to 80 percent of total traffic but an abso-
lute increase to 967.2 billion tkm. Since production of steam locomo-
tives ceased in 1956, it is obvious why the USSR has not yet begun an
accelerated program of scrapping steam locomotives. According to
traffic plans, this could not begin before 1960 at the earliest.
Density of traffic on electrified lines is expected to
average 2l.4 million net tkm per kilometer of line in 1960 (289 bil-
lion tkm on 13,500 km of line), and density on lines converted to
diesel traction (many of them are single track) is to average 11.6 mil-
lion tkm per kilometer of track (302 billion tkm on 26,000 km of line),
compared with the anticipated network average rail density in 1960
of 10.8 million tkm per kilometer (1,374 billion tkm on 127,200 km of
line). 138/ Much higher densities are anticipated on individual
electrified and dieselized stretches. For example, density of
traffic between Omsk and Novosibirsk on the Trans-Siberian Railroad
is the highest in the USSR, primarily because of the heavy flow of
Kuznetsk coal to the Urals and the European USSR. Density of westbound
traffic alone on this section was 48.7 million tkm per kilometer in
1955, and this same density is to be between 66 and 70 million tkm per
kilometer in 1960 and 1965. The leveling off between 1960 and 1965
will be caused by the anticipated diversion of up to 25 million tkm
per kilometer to the new Barnaul-Omsk route. 139/
F. Related Operating Plans.
Planned electrification and dieselization in the USSR --
together with other modernization plans'such as improved signaling,
lengthening of yards and sidings, laying of heavier rails, and
acquisition of. larger capacity freight cars. -.- will,make possible
greater average freight train weight and speed. The net result will
be a marked increase in operating efficiency as reflected in gross
ton-kilometers per freight train hour. Selected measurements of
operating efficiency of Soviet railroads for 1950, 1955-56) and the
1960 plan are shown in Table 10., Increases in train weight, by
type of traction, for 1955-56 and the 1957 and 1960 plans are Shown
in Table 11.**
Increased train speed will contribute to a decrease in freight
car turnaround time. Soviet planners hope to attain a turnaround time
of 5.3 days by 1960 140/ compared with 7.5 days in 1950, 6.2 days in
4 * Table 10 follows on p. 34.
** Table 11 follows on p. 34.
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Table 10
Selected Measures of Operating Efficiency of Railroads in the USSR
1950, 195556, and 1960 Plan
Year
Average Freight
Train Weight
(Gross Metric Tons)
Average Freight
Train Speed
Including Stops !ft./
(Kilometers per Hour)
Gross Ton-
Kilometers 12/
per Freight
Train Hour
1950
1955
1956
1960 plan
1,430 2/
1,758 2/
1,331 2/
2,200 2/
20.1 g.
24.7 1/
24.8 di
31.0 1/
28,683
43,472
45,409
68,2oo
a. Excluding tide stent in division-terminals.
b. Gross train weight multiplied by train speed.
c. 141/
d. 1.-/
e. See Table 11
f. Estimate based on a statement by Kaganovich in May 1954 that
speed could be increased a minimum of 6.5 km per hour by 1959 or
1960. 143/ -
Table 11
Average Gross Train Weight in the USSR, by Type of Traction
1955-56 and 1957 and 1960 Plans
Type of Traction 1955
1956
1957 Plan
1960 nab.
Electric
2,070
2/
2,152
2/
2,265
21/
Almost 2,700 a/
Diesel
1,795
2/
1,939
2/
2,000
12/
N.A.
Steam
1,730
2/
1,789
2/
N.A.
2;000 2/
All types
1,758
2/
1,831
2/
N.A.
2,200 I/
a. 1441
b. T6/
C. 1 /
d. 147/
?
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1955, and 6.3 days in 1956.* 149/ The average length of haul of freight
was 722 km in 1950, 766 km in 1955, and 787 km in 1956 150/ and is
planned to be 750 km in 1960. 151/ This goal will almost certainly not
be attained. Although freight car turnaround time is to decrease in
1960 compared with both 1950 and 1955, the average loaded haul of cars is
to be longer than in 1950 and only a small percentage less than in 1955.
Because the new electric and diesel locomotives are faster and
require less frequent servicing, the distance traversed per day by the
electric and diesel locomotives is much greater on the average than
that traveled by steam locomotives. Furthermore, the contrast in per-
formance in this respect will become even more marked in the future.
Goals announced in 1955 called for an average daily run for electric
locomotives in 1960 of 550 km, an increase of 44 percent above 1955,
while the average daily run for diesel locomotives in 1960 will be
450 km, an increase of 24 percent above 1955. On the other hand, the
goal for steam locomotives in 1960 is 315 km, only 14 percent more than
in 1955. The average daily run by type of locomotive for 1955 and
1956 and for the 1957 and 1960 plans is shown in Table 12.**
Performance improved in 1956, when the average daily run of
electric locomotives increased 46 km above 1955 and that for diesel
locomotives increased 26 km, resulting in a total average daily run
of 428 km for electric locomotives and 388 km for diesel locomotives.
In 1957 the total average daily run was planned at 465 km for electric
locomotives and 415 km for diesel locomotives.
IV. Economics of Changes in Motive Power in the USSR.
A. Comparisons of Different Types of Motive Power.
As a result of constantly increasing economic activity and the
accompanying increase in requirements for freight carriage, Soviet
railroads have been faced with the problem of increased freight density
and of traffic congestion on some overburdened lines. In order to
relieve this situation, Soviet railroad planners have decided to in-
crease line capability through dieselization and electrification rather
than through installation of third and fourth tracks. Freight density
on lines changing over to electric traction between 1956 and 1960 is about
three times the average network freight density and on certain sections
* Announcements on performance during the first half of 1957 stated
that compared with the first half of 1956 the speed of freight trains
had increased and that the plan for speeding up freight car turnaround
time had been underfulfilled. 148/
** Table 12 follows on p. 36.
4
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Table 12
Average Daily Run a/ of Locomotives in .the USSR
by Type of Traction
1955-56 and 1957 and 1960 Plans
Kilometers
Type of Traction 1955 .12/ 1956 12/ 1957 Plan 1960 Plan
Electric
382
428
465
550 1/
Diesel
362
388
415
450 2/
Steam
277
282
N.A.
315 2/
a. There is some uncertainty as to whether this figure
is the actual average daily run per operating locomotive
or is an average daily rate which could be attained only
if the locomotive operated 24 hours a day.
b. 152/
c. 153/
d. The 1960 plan goal of 550 km is 44 percent above
1955. 154/
e. 1557?
even more. 156/ Given a high traffic density on a specific railroad
line, Soviet railroad planners must decide whether to electrify or
to dieselize and where the investment must first be made to gain the
maximum increase in operating efficiency in the shortest possible
time. Considerations involved in making these decisions are discussed
below.
A Soviet source states that electric traction is effective in
the following situations: (1) single-track lines with grades of 1.2 per-
cent and more and a freight flow of more than 5 million tons per year in
one direction, (2) double-track lines with grades up to 0.9 percent and
more than 25 million to 30 million tons of freight per year in one direc-
tion or with grades of 1.2 percent and more and 15 million to 18 million
tons per year in one direction, (3) lines with high-density long-haul
passenger traffic of over 20 pairs of trains per day, and (4) suburban
lines with high-density passenger traffic. 157/
Diesel traction is more effective than electric, according to
the same source, in the following situations: (1) double-track lines
with grades up to 0.9 percent and a yearly freight flow less than
25 million to 30 million tons in one direction and (2) lines (apparently
double track) with grades of 1.2 percent or more and freight flow of
up to 15 million to 18 million tons. 158/
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1. Relative Operating Efficiency and Effect on Line Capacity.
The steam locomotive in more than 100 years of development
has reached a high standard of reliability. Its operation, however,
is not economically satisfactory compared with other types of traction
either in performance per locomotive or in the relatively high per-
centage of total rail transport devoted to transport of fuel. Steam
locomotives are comparatively heavy per horsepower because of the
necessity of carrying along considerable tonnages of coal and water.
The tractive force of steam locomotives is low at starting, and the
maximum output is reached only at higher speeds. Further significant
improvements of steam locomotives cannot be expected without giving up
the desired simplicity of design.
In the years since the first use of diesel traction, engines
and power transmission.systems have been, vastly improved. With the
introduction of the supercharging principle and light metal construc-
tion, the weight of the diesel locomotive is used as an adhesive weight,
which permits fuller utilization of the tractive effort for hauling
the load.. Further-progress can be expected in the development of
dieselpower units both in the engine and in the power transmission
system.
In contrast to the mobile power stations embodied in steam
and diesel traction units, electric locomotives take their energy from
overhead wires which are fed by stationary power generating plants via
substations. Electric locomotives, therefore, can be lighter per unit of
horsepower. generally speaking, electric locomotives can start and
move heavier loads than steam locomotives. Their motors are able to
sustain overloads for short periods, the limit being set by heat genera-
tion.
Operational benefits derived from the changeover from
steam to diesel Or electric traction are considerable. Electric or
diesel units are ready for service without the long preparation times
needed by steam locomotion for heating up, coaling, taking on feed-water,
removing of ashes, cleaning of smoke-box, washing of fire and boiler tubes,
and turning the locomotives. The electric locomotive's use of power
from, overhead wires and the ease of diesel refueling, which takes
only a few minutes from pressure-filling stations, result in many more
hours of useful employment per day from these types of motive power
than would be possible with steam. Both diesel and electric locomo-
tives may be used on longer round-trip runs. Few, if any, locomotive
service stops need to be made en route, making-it possible to close down
many locomotive depots.
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Diesel traction deserves preferential consideration over
steam in regions lacking either sufficient or suitable water supplies.
Compared with the high consumption rate of feed-water for steam loco-
motives, cooling water requirements of diesel units are insignificant.
Even at high performance the diesel cooling system requires almost no
attention, because losses from evaporation or leakage are rare. In
the USSR, particular attention is being paid to the introduction of
diesel hauling in waterless areas such as Turkmen, Tadzhik, Uzbek,
and Kazakh SSR's; the Trans-Volga area; and the Caucasus. L.5_2/ Although
water requirements of electric locomotives are also insignificant,
the lack of a cheap source of electric power in most dry areas and
the fact that traffic density is normally low both militate against
the use of electric traction in these sections.
The use of diesel locomotives for switching operations
is technically and economically profitable (Soviet experience shOws
that it reduces car layover by 15 percent). The TE-1 diesel locomotives
are being used successfully on some lines for this purpose. 160/ On
all sections where diesel and electric locomotives are to operate,
the plan is to have 300- to 400-hp and 700- to 800-hp diesel locomotives
perform switching operations at terminal and intermediate stations. 161/
Dependence of electric locomotives on overhead wires is a
limitation on their general availability. By contrast, diesel units
can be used on any rail line with suitable rail facilities and, in
case of sudden traffic loads, can be concentrated on any line. In the
event of military action, the possibility of interference with the
overhead wires or the electrical supply system must be considered as
a hazard to operations not present with the other forms of traction.
The absence of steam and smoke with either diesel or
electric traction improves visibility for locomotive crews and re-
sults in greater safety. Another important advantage is the fact that
personnel in the enclosed cabs of diesel and electric locomotives are
protected against inclement weather and extreme temperatures. In
addition, the electric motors on both diesel and electrio locomotives
are more efficient than steam locomotives in low temperatures such as
prevail in much of the USSR in winter. Lg/
As mentioned previously,* diesel and electric locomotives
permit increases in several measures of operating efficiency. In
1956 the average speed of trains, including stops (except stops at
division points and major classification yards) ?for freight trains,
was about 6 percent higher for diesel locomotives and almost 20 percent
higher for electric locomotives than it was for steam locomotives. 163/
* See III, F, p. 33, above.
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Increased train speed with electric and diesel loc.amotives
results from (a) abandoning the frequent coal and water stops required
by steam locomotives, (b) faster acceleration from stops because these
locomotives deliver maximum tractive effort at starting, and (c) higher
running speeds because these locomotives are not limited by the effects
of poor coal or improper use of the controls as is true of steam loco-
motives.
Either diesel or electric locomotives can offer consid-
erably higher horsepower outputs than can the steam locomotive without
requiring additional personnel because two or more power units may be
combined and operated by one locomotive crew in the front unit.
Diesel and electric traction make possible the hauling of
heavier train loads at higher speeds, and the result is increased line
capacity. The degree of advantage derived, in terms of line capacity,
however, depends in part on the length of tracks in stations and on
sidings, condition of main-line track and roadbed, signaling facili-
ties, and the proficiency and availability of competent maintenance .
and operating personnel. The advantages of speed and freight-carrying
ability might also be limited by the use of Obsolete freight cars.
According to a Soviet source, the over-all effect of installing elec-
tric traction is to increase a railroad's capacity by 150 to 250 per-
cent above its capacity with steam operation. 164/ On a single-track
line the capacity increases 1.5 times. 165/ A more recent source
states that train capacity of a rail line increases 80 percent with
diesels and 100 percent with electrics compared with steam locomo-
tive operation. 166/ Soviet experience further shows that, by the use
of electric traction on even terrain, line capacity may be increased by
1.7 to 2.0 times and on mountainous terrain by 2.5 to 3.0 times. 167/
The relative economy of electrification of railroads to
achieve increased capacity is shown in the following tabulation 168/:
Cost Percentage
(Thousand Rubles Increase in
Type of Construction per Kilometer)* Capacity
Electrification** 200 Almost 100
New alternate linexxx 600 to 800 100
Double trackingXXXX 500 to 600 200 and more
Powerful locomotivest 120 to 150 4o to 50
* Prewar Prices.
** Apparently of a single-track line. The figure probably excludes
cost of electric locomotives.
xxx Apparently single track.
xxxx This appears to be the cost of installing a second track on an exist-
ing single-track line, apparently to be operated with steam locomotives.
t Apparently the cost of improved facilities only.
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Although costs of the various types of construction gi-Ven
in this tabulation have changed, it is likely that the relationship
between them is still valid. Compared with the cost of electrifying
a single-track line, it would cost 3 to 4 times as much to obtain a
similar capacity increase through construction of a new alternate
single-track line. Although double-tracking increases capacity at
least 3 times more than does electrification of a single-track line,
the cost of double tracking is 2.5 to 3 times the cost of electri-
fication. Double tracking, therefore, would be done only if traffic
density were too great for a single-track electrified line to handle.
Similar savings would be achieved by electrifying a
double-track line with high traffic density rather than by con-
tinuing steam operation and installing a third and possibly fourth
main-line track.
2. Relative Costs of Electrification and Dieselization.
It is apparent that the USSR, in establishing its capital
investment priorities in the field of transportation, has pursued
objectives not dissimilar to those motivating investment in free
economies. The USSR has striven to allocate its investment in order
to obtain the greatest possible increases in productivity (ton-kilo-
meters of freight). Moreover, in selecting the electrification and
dieselization programs, the USSR has also channeled this investment
into programs which attain this objective through considerably .
reduced operating costs over shorter periods of time and which yield
the greatest return per ruble of new investment.
a. Initial Investment.
It is estimated that between 1956 and 1960 the average
investment for electrification of primarily double-track line, includ-
ing related improvements to signaling, communications, and housing
and the cost of electric locomotives, will be between 1,233,000 and
1,480,000 rubles per kilometer (see Table 4, p. 13, above). By con-
trast, the estimated average investment for dieselization .of primarily
single-track line, including related improvements and the cost of diesel
locomotives, will be about 407,000 rubles per kilometer (see Table 6,
p. 19, above). It is estimated that the cost of dieselization of a
double-track line, including locomotives, would be somewhat less than
double this amount, perhaps in the magnitude of 700,000 rubles. Thus
the total initial cost of dieselizing a double-track line is about
one-half that of electrification. One of the major factors in deter-
mining whether to dieselize or electrify a line, therefore, would be
the relative costs of electric power and diesel fuel.
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There are only scattered data available on the cost
of installing steam locomotive facilities on new rail line and on the
cost of steam locomotives. It is estimated, however, that the cost
of steam locomotive facilities (repair sheds or roundhouses, coal and
water towers, and turning Y's or turntables) would be relatively high
compared with the cost of diesel facilities because many more facili-
ties are necessary with steam operation.* The cost per steam locomo-
tive unit is considerably less than that per diesel unit -- about
300,000 rubles for a steam locomotive and about 1.1 million rubles
for a TE-1 diesel locomotive. 171/ However, because each diesel
locomotive does the work of 2 or 3 steam locomotives, fewer diesel
locomotives are required. On balance, therefore, it is estimated that
the initial cost per kilometer of steam locomotive facilities plus
steam locomotives would be somewhat greater than the cost of diesel
facilities and locomotives, although it would be significantly less
than the initial cost of electrification and electric locomotives.
b. Operations.
The USSR is counting on lower operating costs to offset
the initial capital investment necessary for conversion to diesel and
electric traction. Soviet sources have claimed that capital expend-
iture for introduction of diesel traction sufficient to carry 40 per-
cent of the freight turnover on the railroads would pay for itself in
less than 3 years, apparently in operating savings over steam traction.
It is estimated by the USSR that the cost of hauling under diesel trac-
tion as opposed to steam traction is reduced by between 30 and 35
percent. 172/ Decreased operating costs resulting from electric trac-
tion will permit the USSR to recover the initial capital outlay in
from 3 to 10 years. Differences in traffic levels would account for
* An indication of these costs is given in a Soviet article ?discussing
the conversion of steam locomotive terminals to diesel and electric?
locomotive terminals. The average cost of converting steam repair and
servicing facilities so that diesels can be handled ranges from 28,000
to 50,000 rubles per kilometer; to convert them for handling electric
locomotives, from 20,000 to 40,000 rubles per kilometer; and to convert
them to handle steam locomotives with capabilities comparable to the TE-3
diesel or N-8 electric, from 130,000 to 165,000 rubles per kilometer. 169/
Another indication of these costs is given by the statement that to
handle 40 percent of total freight movement (for an unspecified year),
capital expenditure, including expenses to affected branches of industry,
would be as follows: dieselization, 16 billion rubles; electrification,
70 billion rubles, and introduction of heavy steam locomotives, 28 billion
rubles. 170/
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the wide range of years given. Funds spent for dieselization, includ-
ing diesel locomotives, have been recovered in from 1 1/2 to 2 years
through savings in operating expenses. 173/
Total operating costs depend on many separate outlays,
most of which vary depending on the amount of traffic carried. Costs
which change almost proportionately with the amount of traffic include
the following: cost of fuel; wages of personnel; cost of operation
of engine sheds and workshops (including personnel, materials and spare
parts); and interest and amortization for locomotives. Costs which
are relatively fixed and which do not change proportionately with the
amount of traffic include administrative costs and interest and depre-
ciation on capital investment for fixed installations, including water
and fuel facilities, engine sheds, and workshops. The cost of electric
substations may vary with traffic because the number installed must
increase with large increases in traffic.
The hypothetical schematic relationship of these costs
to volume of traffic is shown in Figure 4.* 174/ At the intersection
of the total cost lines A3, B3, and C3, two forms of traction become
equivalent in operating cost for a certain amount of traffic. Consid-
ering operating costs only, steam traction is cheapest below a certain
traffic volume (P). Between this volume (P) and a somewhat higher
traffic volume (R), diesel traction is cheapest, and above this volume
(R) electrification is cheapest. The specific volume of traffic for
which one form of traction becomes cheaper than another, depends on many
factors, including the cost of fuel and electricity as well as the
system of electrification used. These factors vary from one railroad
division to another.
Operating costs for 1954-55 by type of traction on the
Omsk railroad system, which has the highest freight traffic density in
the USSR, are shown in Table 13.** This system probably has rela-
tively low operating costs. On the basis of total costs, if oper-
ating costs with electric locomotives equal an index of 100, then
diesel costs equal 132 and steam costs equal 165.
Another Soviet statement of comparative operating costs
of steam*** and diesel locomotives for 1952-56 is shown in Table 14.xxxx
Following p. 42.
** Table 13 follows on p. 43.
xxx There are no Soviet figures available on costs of operating
oil-burning steam locomotives. Within the past few months, there have
been a number of indications that some coal-burning steam locomotives
have been converted to oil. It is believed, however, that only a small
number of steam locomotives have been so converted.
xxxx Table 14 follows onp. 44.
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A
A
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US AND USSR
RAILROAD OPERATING COSTS IN RELATION
TO VOLUME OF TRAFFIC
A
Figure 4
Volume of Traffic
26116 2-58
A =Steam Traction
B= Diesel Traction
C = Electrification
INDEX 1 =Proportional Costs
INDEX 2= Non-proportional Costs
INDEX 3 =Total Costs
50X1
50X1
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Table 13
Operating Costs on the Omsk Railroad System a/
by Type of Traction
1954-55
Rubles per 10,000 Gross Ton-Kilometers
Salary
of Freight Salary Locomotive Lubrication
Locomotive of Freight Fuel and Lighting
Type Total /2/ Crews Train Crews or Power of Locomotives
Steam
Diesel c/
Electric
30.02
24.08
18.22
6.84
7.63
3.08
3.23
2.69
2.30
19.43
13.39
12.80
0.52
0.37
o.o4
a. 175/. Data for diesels are for 1954-55. ,It is inferred that re-
maining data are for the same period.
b. Totals do not include all elements of operating cost. According to
the Sixth Five Year Plan; the share of amortization in total operating
costs will rise from 17.1 percent in 1955 to 21.5 percent in 1960, and
outlays for medium annual and current repairs of fixed capital will
rise from 12 percent to 15 percent of the total cost. 176/
c. Data for Petropavlovsk division only.
Table 14 is not completely comparable with Table 13, because it includes
locomotive repair and an undefined item, "renovation" costs, but appar-
ently excludes the cost of train crew and lubricants. This table also
shows that total operating costs per 10,000 gross tkm with steam loco-
motives are 2.5 times the costs with diesel operation.
Fuel costs make up a large percentage of total operating
costs, as shown in Tables 13 and'14. Fuel consumption of diesel loco-
motives and power consumption of electric locomotives are largely inde-
pendent of the skill of operating personnel because operation of these
locomotives is relatively automatic. Some saving of power may be
achieved on electric locomotives through regenerative braking, which
permits power produced by the electric motors during braking to be fed
into the power lines. 180/ Economy of fuel consumption with steam loco-
motives depends to some extent on the "art" of firing, so that savings
of fuel can be adhieved by skilled firemen and engineers.
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Table 14
Comparative Operating costs of Steam and Diesel Locomotives
in the USSR a/
1952-56--
Rubles per 10,000 Gross Ton-Kilometers
Costs
Steam Locomotives
Diesel Locomotives
Fuel b/
43.7
9.7
Repair c/
11.1
7.2
Locomotive crew d
9.45
5.95
Renovation e/
0.85
3.14
Total
65.10
25.99
a. 177/
b. Source'states that the cost of standard* diesel fuel is
263 rubles per ton and that the cost of hard coal (source
does not specify whether it is based on standard units) is
1.48 rubles per ton; Dividing the costs in Table 13, p. 43,
above, by .these prices yields consumption per 10,000 gross
tkm of 36.9 kilograms (kg) of standard diesel fuel and
296 kg of unspecified coal fuel. The figure for diesel fuel
is somewhat lower than an average (possibly 1955) of 44.3 kg
for "modern diesel" given in another source, 178/ and the
average coal consumption in terms of standard fuel ranged
from 211 kg per 10,000 gross tkm in 1952 to 194 ,kg in 1955.
For electric locomotives a consumption per 10,000 gross
tkm of 179 kWh (80..3 kg in standard fuel equivalent) is
reported for 1954. 179/ .
C. -Source states that expenditures on terminal repairs for
these locomotives are average figures for the whole rail
net.
d. Train crew is considered to include three men, accord-
ing to source.. ThiS includes, therefore, only the loco-
motive crew.
e. Source gives no indication of the meaning of this term,
Which is not normally used in Soviet literature.
3. Net Savings from Dieselization and Electrification.
Saving's realized from diesel and electric operation, as "
opposed to continued operation with steam traction, will quickly offset
* Standard fuel is the common statistical denominator for energy out-
put of various fuels; it is a theoretical 7,000-caloried fuel.
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the initial investment in these modernized forms of traction. In
each ensuing year the total net saving will continue to increase.
Savings that should be effected by the introduction of diesel and
electric traction in the USSR in 1956-60 are shown in Table 15.*
A saving of 11.79 billion rubles is estimated to be accrued
during 1956-60 from the partial changeover to diesel and electric trac-
tion. These savings will partially offset the planned investment of
10 billion to 12 billion rubles in electrification and electric loco-
motives and about 9 billion rubles in dieselization during this period.
According to a Soviet statement, operating expenses,
apparently from electrification alone, are expected to be reduced by
more than 1 billion rubles in 1960, apparently compared with 1955. 181/
According to another Soviet source, in 1956 electric traction will
reduce operating expenses by more than 3 billion rubles. This source
estimates that expenditures for rail electrification during 1956-60
will be recovered in about 7 years and that investment in electrification
after 1960 will be recovered in about 5 years. 182/ As indicated
above,** investment in dieselization may be covered in from 1-1/2 to
2 years.
The savings estimated above are a reflection of total
savings in operating costs, including administration, labor, fuel,
materials, spare parts, and interest and depreciation on capital invest-
ment. The USSR estimates that the amount of coal that will be saved by
the electrification of railroads in 1956-60 will reach 25 million tons
a year by 1960 and that further electrification is expected to bring
the annual savings to 87 million tons by 1970. (Table 18XXX presents
detailed data on savings of coal.)
The Moscow-Kuybyshev-Vladivostok line is anl example of
potential savings from electrification of rail lines. The USSR expects
the conversion of this stretch of 9,447 km to electric traction to save
about 3 billion rubles annually in operating expenses, and planned
total capital investment for the electrification of the line is set
at nearly 9 billion rubles. Factors which will effect thisoperating
saving include reduction of the number of locomotives by nearly
50 percent, the closing of some depots, and the reduction of the number
of servicing personnel by more than 12,000. 183/XXXX
4
Table 15 follows on p. 46.
See IV, A, 2, b, p. 41, above.
See p. 63, below.
Continued on p. 50.
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Table 15
Estimated Savings from Increased Diesel andElectric Traction in the USSR
1956-60
Year
Type of Traction
Net TKM
Performed
or Planned
(Billions)
Average Cost
per TKM i/
(Kopeks
Total Cost
of Transport
(Billion
Rubles)
Savings
(Billion
Rubles)
1956
1957
Assuming 1955 Traction
Mix
Estimated: Steam
Electric
Diesel
Total-
Assuming 1955 Traction
Mix
Estimated: Steam
Electric
Diesel
Total
1,079b/
894 12/
111 12/
74 12/
1,079 12/
4.2
4.39
3:07
3.29
4.18
4.2
'4.39
3.07
3.29
4.14
45.32
- 39.25
3:41
2.43
45.09
0.23
0.69
1,209 12/
967 12/
145 12/
97 h/
1,209 12/
5078
42.45
4.45
3.19
50.09
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Table 15
Estimated Savings from Increased Diesel and Electric Traction in the USSR
1956-60
(Continued)
Year
Type of Traction
Net TKM
Performed
or Planned
(Billions)
Average Cost
per TKM a/
(Kopeks).-
Total Cost
of Transport
(Billion
Rubles)
Savings
(Billion
Rubles)
1958
Assuming 1955 Trac-
tion Mix
Estimated: Steam
Electric -
Diesel
1,328 2/
N.A.
N.A.
N.A.
4.2
4.39
3.07
, 3.29
55.78
N.A.
N.A.
N.A.
Total
1,328 a/
4.04
53.65
2.13
1959
Assuming
1955 Trac-
tion Mix
1,456
61.15
Estimated:
'Steam
N.A.
4.39
N.A.
Electric
N.A.
3.07
N.A.
Diesel
N.A.
3.29
N.A.
Total
1,11.56 2/
3.96 1/
57.66
3.49
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Table 15
Estimated Savings from Increased Diesel and Electric Traction in the USSR
1956-60
(Continued)
Net TKM Total Cost
Performed Average Cost of Transport Savings
or Planned per TKM a/ (Billion (Billion
Year Type of Traction (Billions) (Kopeks).- Rubles) Rubles)
1960 Assuming 1955 Trac-
tion Nix 1,595 2/ 4,2 66.99
Estimated: Steam 909 12/ 4.39 39.91
Electric 335 12j 3.07 10.28
Diesel 351 12/ 3.29 11.55
Total ?1595 2/ 3,87 61.74 -5.25
Total
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11.79
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?
?
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Table 15
Estimated Savings from Increased Diesel and Electric Traction in the USSR
1956-60
`(Continued)
a. The average cost per railroad net ton-kilometer in 1955 was V.2 kopeks. 1.84/
The Minister of Railroads reported that electric traction reduced the cost of ship-
ment 28 to 30 percent and that diesel traction reduced the cost 25 percent. 185/
Estimates in this column are based on these statements, taking into account the
proportion of ton-kilometers handled by each type of traction in 1955. The average
cost for each type will probably decrease because of retirement of obsolete steam
locomotives and gradually increased efficiency of diesels and electrics. However,
the net savings should not be significantly affected, and the 1955 cost is there-
fore used for the entire calculation in this table.
b. See Table 2, p. 10, above, for percentage distribution.
c. 186/.. The estimated average length of haul is increasing despite the plan to
decrease.- Therefore,, actual ton-kilometers should be in excess of the plan.
d. Estimated by interpolation between 1957 and 1960 values.
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Tangible savings in important resources such as fuel and
labor appear to be the major factor influencing the Soviet decision
to initiate and to carry out the large-scale changeover in the type of
motive power for railroads now taking place.
B. Comparison with the US.
1. Relative Rate of Change to Electric and Diesel Power.
Soviet long-range planning calls for substantial annual
increases in the volume of traffic handled by diesel and electric trac-
tion and for the complete elimination of steam traction by 1970. A
comparison of estimated percentage distribution of ton-kilometers of
railroad freight for the USSR and the US, by type of traction, for
selected years, 1940-70, is shown in Table 16.* These data are also
shown graphically in Figure 5.** The rate of change from steam to
diesel or electric traction in the USSR is significantly slower than it
was in the US despite the significantly higher freight traffic density
on Soviet r,ailroads. In 1955, average freight traffic density in the
USSR was 8 million tkm per kilometer of line (based on figures in
Tables 1 and 2, pp. 6 and 10, respectively, above), and in the US it was
only 2.6 million tons per kilometer. 1182/ Therefore, freight traffic
density in the USSR was 3.1 times that in the US. In 1.945, total
electric and diesel ton-kilometers were 4.2 percent of total Soviet
traffic and 8.9 percent of total US traffic. In 1955 the percentage
in the USSR had risen to only 14 percent, whereas in the US the figure
had reached 87.5 percent. It is anticipated that by 1960 all except a
fraction of 1 percent of US freight traffic will be hauled by diesels
and electrics, of which almost all will move by diesel. In that same
year the USSR intends to handle only 43 percent of its freight traffic
by electrics and diesels and 57 percent by steam.
In 1945 the railroads of the US were dependent on steam
traction for more than 90 percent of their ton-kilometer performance.
A dynamic shift from steam to diesel traction took place, however, and
in 1954 the US was handling by diesel 84 percent of its freight traffic,
86 percent of its passenger traffic, and 90 percent of its yard
switching. 188/ The use of electric motive power has been relatively
minor, and its relative importance changed very little during this
period. Yet performance on the Pennsylvania Railroad's high-density
electrified New York - Washington line could probably not be equalled by
any other form of motive power, and any significant encroachment by
diesels, except for switching service, seems improbable. In addition,
durability of an electrified system has also been established. For
* Table 16 follows on p. 51.
** Following p. 50.
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US AND USSR
ESTIMATED PERCENT OF TON-KILOMETERS PERFORMED BY RAILROADS
BY TYPE OF TRACTION, SELECTED YEARS, 1945-60
US
1945
USSR
1945
26115 2-58
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Steam
Electric
Diesel
1950
1955
1955
Figure 5 50X1
1960
1960
50X1
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Table 16
Comparison of Estimated Percentage Distribution of Ton-Kilometers of Railroad Freight
in the USSR and the US
by Type of Traction
Selected Years, 1940-70
,Percentage
USSR 2/
US 121
Total
Electric
Total
Electric
Year
Steam
Electric
Diesel
and Diesel
Steam
Electric
Diesel Si
and Diesel
1940
97.4
2.4
0.2
2.6
N.A.
N.A.
N.A.
N.A.
1945
95.8
3.0 1/
1.2 sl/
4.2
91:1 e/
1..9 e/
7-0 2/
8,9
1950
94.2
3.6
2.2
5.8 -
54.0 y
1.9 pi
44.1 2/
46.0
1955
86.0
8.5
5.5
14.o
12.5 2./
1.9 2/
85.6 2/
87.5
1960
57.0
21.0
22.0
43.0
0.5 L/
1.5 f/
98.0 fi
99.5
1965
15.0
43.0
42.0
85.0
0.1 El
1.4 E/
98.5 f/
99.9
1970
0.0
55.0
45.0
100.0
0.0 11
1.0 f/
99.0 f/
100.0
a. Data are from 189/ except as otherwise indicated.
b. US statistics. are for Class I railroad freight operation, which include all ex-
cept 0.5 percent of the rail ton-kilometers in the US.
c. Including a fractional percentage of gas,turbine locomotive operation.
d. Interpolation; exact statistics are not available.
e. 190/
f. Estimated on the basis that steam traction will be virtually nonexistent in the
US by 1960 and on the current trend to abandon someelectrified operation in favor
of diesels.
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example, the Milwaukee and the New York, New Haven & Hartford Railroads
are using electrified systems which are more than 4o years old. 191/
The Virginian Railway's electrified sector, in existence since 1925,
has proved itself to be similarly durable.
The diesel locomotive is dominant in the US, however,
despite the enviable record of electric locomotives discussed above
and despite the notably low maintenance costs for electric locomotives
(about half that for diesels). In the US, obsolescence and maintenance
costs indicate that diesels have an economic life which is closer to
12 years than to the 20 years originally planned. Despite these facts,
there seems little prospect for expansion of the electrified mileage
in the US, and a high percentage of US rail mileage is now completely
dieselized.
The major reason for this dieselization is that in the US
the disadvantages of electrification outweigh those of dieselization.
There are several disadvantages to electrification of railroads in the
US, including the high capital investment required. Because of the
uncertainty of providing a reasonable return to investors, it would be
difficult to finance a major U6 railroad electrification project. It is
estimated that a net return of about 12.5 percent would be required
in order to make such an investment attractive to US investors even on
a short-term basis. Because capital costs of dieselization can be
amortized in a relatively few year, whereas electrification costs
require a long amortization period, no electrification is at present
being planned by any US railroad. A second disadvantage is that electri-
fication is desirable only when train density is very high. US railroads
have low density in terms of numbers of trains moving on any one line
compared with densities of European and Soviet railroads. A third
disadvantage is that there are long-term increases in maintenance costs
and taxes on electrified facilities. By contrast, dieselized lines
have fewer fuel and repair facilities than steam locomotives, reducing
both maintenance costs and taxes compared with those under steam opera-
tion. Management hesitates to make such long-term increases in expend-
itures when long-term traffic and income prospects are uncertain. This
uncertainty arises from changes in the relative effectiveness of com-
petition from highway and water carriers, which depend in part on
changes in federal and state rate and regulatory policies, and from the
rise in labor and material costs.
With present developments in research, there is no assurance
that some new form of motive power may not come into the picture in the
US in the next few years which will rapidly replace diesels. Similar
developments in the USSR could cause a change in plans for dieselization
and electrification. Not even the most optimistic proponents of the
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diesel locomotive' would have dared to predict 15 years ago that the
change from steam would take place so rapidly in the US. Although the
ultimate elimination of steam traction is a virtual certainty in both
the US and the USSR, the types of traction to which both may shift
will depend on prototypes now in various stages of development in both
countries.
Further developments in railroad electrification, including
atomic power stations, might significantly lower capital investment and
operating costs. Combined with rising prices of diesel fuel, this
could result in a major changeover to electrification in the US as well
as the USSR and a cutting back of the Soviet diesel program and expan-
sion of electrification beyond present plans. The high present initial
capital investment necessary for electrification, however, as well as
other factors discussed below, will probably continue to retard invest-
ment in the US in this field. The USSR will probably continue to
electrify, though probably not so rapidly as planned, because it has no
major investment problems and possesses economically advantageous
sources of electric power. Both the US and the USSR can, of course, be
expected to take advantage of new developments in other fields of
research such as atomic and/or gas-turbine locomotives.
Relative Operating Efficiency.
UB railroads have consistently outperformed the railroads
of the USSR in terms of total freight locomotive performance as
expressed in net ton-kilometers per locomotive. However, with both
diesel and electric locomotives, the USSR is now obtaining better per-
formance than US railroads. A comparison of freight locomotive per-
formance in the US and the USSR, by type of traction, for selected
years, 1940-55, is shown in Table 17.* The US superiority was caused by
better steam locomotive performance and in postwar years by the higher
proportion of traffic performed by diesel locomotives. It was probably
also aided by the smaller number of locomotives in reserve and perhaps
also by the lower traffic density on US lines.
The US is now approaching almost complete dieselization,
however, and can expect a leveling off of total locomotive performance,
whereas the USSR, just recently embarked on an extensive dieselization
and electrification program, may expect great strides in the improve-
ment of this critical index of operating efficiency.
In 1955, both the US and the USSR experienced the highest
performance per unit from electric freight locomotives, although diesel
freight locomotives were a close second. Both forms of modern traction
far outperformed the old, obsolete steam locomotive.**
Table 17 follows on p. 54.
** Continued on p. 56.
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Table 17
Comparison of Freight Locomotive Performance .
in the US 2,./ and the USSR, by Type of Traction
,Selected Years, 1940-55
All Freight Locomotives
Estimated Net
Ton-Kilometers
(Billions)
Estimated
Inventory
(Units)
Year US USSR US
1940 544.9 12/ 415.0 2/ 26,111
1945 944.3 12/ 314.0 1/ 27,039
1950 859.3 12/ 602.0 2/ 24,267
1955 910.5 12/ 970.9 2/ 17,868
USSR
20,833
20,616
25,272
30,803
Steam Freight Locomotives
1940
1945
1950'
1955
N .A .
905.8 gi
464.o g/
114.8 ?g/
404.2 2/ 25,677 2/
300.8 121 25,577 2/
567.4 2/ 17,291 1/
835.0 2/ 3,838 1/
, Electric
20,560 I/
20,240
24,440 1.1
29,800 1/
Freight Locomotives
Estimated Net
Ton-Kilometers
per Locomotive
US
USSR
20.9
19.9
34.9
15.2
35.4
23.8
51.0
31.5
N.A.
19.7
35.4
14.9
26.8
23.2
29.6
28.0
1940
1945
1950
1955
N.A. 10.0W
18.9 g/ 9.4 12/
16.3 g/ 21.7 2/
17.3 g/ 82.5 2/
422 2/ 224 .11/ N.A. 44.6
438 e/ 231 43.1 40.7
399 44o 1/ 40.8 49.3
304 1/ 1,11+7W 56.9 71.921
Diesel Freight Locomotives
1940
1945
1950 -
1955
N.A.
69.6 g/
379.0 gi
779.4 g/
0.8 2/
3.8W
13.2 2/
53.4 2/
12W
1,044 2/
6,577 1./
13,726 1/
1+921
145 2/
392 E/
889 qi
N.A. 16.3
66.6 26.2
57.6 33.6
56.8 60.0 12/
a. All US statistics are for
b. 192/
c. Information from Table 2,
d. ?_93/
Class I railroads only.
p. 10, above.
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Table 17
Comparison of Freight Locomotive Performance
in the US 2/ and the USSR, by Type of Traction
Selected Years, 190-55
(Continued)
e. 194/. Freight locomotive figures adjusted to include 78 percent
of "freight or passenger locomotives."
f. 195/.. Eighty percent of total steam locomotives are estimated
to be main-line freight types.
g. 196/. Calculated from percentage distribution.
h. Based on percentage distribution estimated in Table 16, p. 51,
above.
i, 197/. Estimates reflect adjustment to include representative per-
centage of "freight or passenger locomotives."
j. Estimates reflect adjustment to include representative percentage,
of "freight or passenger locomotives."
k. Based on total production plus imports as shown in Table 3, p. 11,
above, with no retirements.
1. Based on Table 3, p. 11, above, minus estimated 'retirement of
30 units.
m. Based on Table 3, p. 11, above, minus estimated retirement of
45 units.
n. Productivity per electric locomotive is stated in a recent Soviet
periodical 198/ to have risen from a daily average of 64o,000 gross
tkm in 1955 to 705,000 gross tkm in 1956, and the rresponding
productivity figures for diesel locomotives were 531,000 and 608,000
gross tkm, respectively. Multiplying by 365 days, a 1955 yearly
productivity of about 262 million gross tkm for electric and 194 mil-
lion gross tkm for diesels is derived. However, productivity of
262 million gross tkm per electric locomotive compared with71.9 mil-
lion net tkm in this table is inconsistent. These two figures give
a net to gross ratio of 27 percent; the diesel ratio is 31 percent.
This ratio- should be approximately 55 percent, indicating that the
above daily train run figure (see Table 12, p. 36; above) is probably
a rate rather than an actual performance figure.
o. Based on total production plus imports, as shown in Table 5,
p. 16, above, with no retirements.
p. Based on Table 5, p. 16, above, minus estimated retirement of
10 units and minus 96 imported from-the US (see explanation in II, B,
3, p. 15, above).
q. Based on Table 5, p. 16, above, minus estimated retirement of
25 units and minus 96 imported from the US.
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. Relative Costs of Electrification and Dieselization.
a. Line Structures.
Although no electrification of US railroads has taken
place since World War II, plans have been drawn and estimates made on
a few stretches of line. These estimates show US costs (1955) of
approximately $135,000 per kilometer for building the structures and
substations necessary for the electrification of a double-track line,
including signal and communication changes. Steel towers or bridges
285 feet apart were planned to support the catenary system. No
substantial changes to the right of way were contemplated. A recent
estimate for electrifying a 4-track main-line section in the US came
to $188,000 per kilometer. This estimate provided for the use of
treated wooden poles wherever possible and obviously did not include
any track changes or extras.
In the USSR during 1956-60, expenditures for the
electrification of a double-track line are planned to be between
747,000 and 1,044,000 rubles per kilometer (see Table 4, p. 13, above).
This cost includes the installation of high-tension transmission line,
enlarging power stations, equipping the line with improved signal and
communication facilities (Particularly automatic block signals and
centralized dispatching), and new housing, but it excludes the cost of
electric locomotives.
A better comparison of the costs in the two countries
could be obtained if the sane items were included in the estimates
for both countries. The type of construction also is not entirely
comparable. On the section of track from Omsk to Nazyvayevskaya the
steel truss towers apparently were spaced 41 meters (135 feet) apart,
which is just under half the distance of a recent US proposal. .199/
The US catenary system is presumably of heavier construction and
includes at least one messenger wire in addition to the contact wire
itself. There has been-an effort made in the USSR to bring down the
cost of the trusses by substituting reinforced concrete for steel. 200/
It is stated that such substitutions, should reduce- the cost of con-
struction by almost half. 201/ Thus far this reduction has not been
realized.Itwouldseemhowever-that the initial costs of line
electrification in the US and in the USSR are similar when comparable
items are included.
Adequate data are not available for costs of line
changes and improvements incident to dieselization in the US. lIhe
USSR, however, announced that it plans to spend between 30,000 and
48,000 rubles per kilometer for this purpose.
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b. Locomotives.
Few electric locomotives have been purchased in recent
years in the US, and prices have changed considerably since World War
II. The highest price paid by the Pennsylvania Railroad for a GG-1
(4,620 hp) was $272,800, which was in the period between 1937 and 1943.
Today it is estimated that anindividual GG-1 replacement would cost
$650,000. Studies of new designs of rectifier locomotives for eventual
replacement of the P-5a electric locomotive seem to favor a 5,400-hp
6-axle locomotive which, it is estimated, maybe procured in lots of
100 for $445,000 per unit,'
No prices are available for newer,types of Soviet
electric locomotives. The older VL-22m is believed to cost about
1,772,000 rubles per unit. At 3,270 hp (see Table 4, p. 13, above)
this locomotive cost 542 rubles per horsepower compared with 59 dollars
per horsepower for the US GG-1. This yields an approximate 1947 ruble-
dollar ratio of 9.2 to 1. The 5,400-hp locomotives proposed for the
Pennsylvania Railroad will cost 'about $82 per horsepower.
A value given for a set of ten 1,500-hp diesels to
be purchased shortly by the Great Northern Railway is $180,000 each. E2Ei
For other railroads buying in large quantities, diesel locomotives have
been priced from $175,000 to $186,000. 203/
The US 1,500-hp locomotive costing $180,000 is worth
$120 per horsepower compared with 800 rubles for the TE-3, or an
approximate ruble-dollar ratio of 6.7 to 1. However, if the US 1,500-4p
locomotive costing $186,000 in 1955 is compared with the Soviet TE-2
at 2,120,000 rubles, a 1955 ruble-dollar ratio of 8.6 to 1 is established.
C. Fuel and Power.
The average cost of all electric power used in traction
in the US in 1955 was 1:122 cents per 'kilowatt-hour. 204/ In addition,
185:4 kwh were required per 10,000 gross tkm of road freight service.
This means that 10,000 gross tkm were 'movedfor $2.08. '
Rates paid by the Soviet railroads for electricity for
? electrified transport effective it 1955 range 'from a low of. 4.9 kopeks
per kilowatt-hour in Armenia to a high of. '18 kopeks per kilowatt-hour in
Bashkiria, 205/ On this basis, it is estimated that the average rate
per kilowatt-hour of electricity purchased by the Soviet railroads in
1955 was about 12 kopeks (0.12 rubles) per kilowatt-hour. Consumption
of electricity per 10,000 gross tkm in the USSR in 1955 was 161 k4h, 206/
or slightly below the US figure. Because the cost of power for electric
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, operation in the USSR is 19.3 rubles per 10,000 gross tkm compared
with the US figure of $2.08, a 1955 ruble-dollar ratio of approximately
9.3 to 1 is indicated.
In the US the cost of diesel fuel has risen from
5.5 to 9..6 cents per gallon from 1946 to 1954. 207/ The railroads
are experimenting with the use of lower grade fuel oils on diesels,
sometimes at the risk of increased maintenance. 208/ In 1955 the
average cost to the railroads of diesel fuel was 9.81 cents per
gallon (including freight and handling expenses). 222/ At 3.2 kg
per gallon this would be the equivalent of approximately $30 per
ton (3 cents per kg). An estimated Soviet price of diesel oil in
the Black Sea area was 300 rubles per ton; indicating a ruble-
dollar ratio of 10 to 1.
In. 1955, diesel freight locomotives in the US con-
sumed.an averag.e_g_16,4Lgallons per 10,000 gross ton miles, 210/
or about 33.3 kg per 10,000 gross tkm. At 3 cents per kilogram this
costs $1 per 10,000 gross tkm. LysilmSo_y_12.L...t221.st_ton of
diesel oil in freight_aemls_p was announced in 1947 as 45 kg of
.z.L.9...al_ard.000 gross tkm. 211/ On at least one railroad
system in 1955, however, consumption averaged 50 kg of standard fuel
per 10,000 gross tkm. 212/ A standard fuel figure of 50 kg, when
reduced by 28 percent to convert to actual fuel, amounts to 36,kg
of actual fuel, which is similar to the US figure. At 0.30 rubles
per kg the Soviet cost is 10.8 rubles per 10,000 gross tkm. Thus
electric power costs per 10,000 gross tkm in the USSR were estimated
at 19.3 rubles in 1955 compared with diesel fuel costs of only
10.8 rubles. On this basis, electric power costs in 1955 were
1.8 times higher per unit of traffic than were diesel fuel costs.
d. Operations.
US data are inadequate to permit a,calculation of
comparative costs of US and Soviet operation with diesel and :electric
locomotives Rough calculations using gross operating revenues
indicate a ratio of 4.6 rubles to $1 per unit of freight traffic.
Because the Soviet figure includes the effects of relatively high
cost steam locomotive operations, however, it is likely that the
Soviet figure should be somewhat lower for diesel and electric oper-
ations.
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V. Impact of the Electrification and Dieselization Programs.
4
A. Impact on the Railroad Sector.
Electrification and dieselization of the Soviet railroads
have required significant investment in auxiliary facilities to
permit taking full advantage of the potential benefits of these
types of motive power. These investments, however, can be written
off in a few years by savings which accompany full utilization of
the potential of electric and diesel locomotives. Some of these
improvements would also have improved operation with steam locomo-
tives.
1. Effect on Investment in Line and Auxiliary Facilities.
The superior tractive effort and performance of electric
and diesel locomotives compared with steam locomotives permit the
hauling of significantly heavier and longer freight trains at higher
speeds. To take full advantage of the greater tractive effort of
these locomotive's, it is necessary to lengthen sidings and yard
tracks. By 1960, station tracks on some lines are to be lengthened
from the present 850 meters to 1,050 meters. 213/
On the Ordzhonikidze system, where T.7:2 diesels par-
tially replaced the type L steam locomotives in 1956, siding and yard
tracks did not have to be lengthened, because the locomotives pull
trains of approximately equal tonnage and length. When TE-3 diesels
are put into service, however, present siding lengths will prevent
them from using more than half their rated power until the sidings
are increased from 850 to 1,050 meters. 214/ On some lines, where
electric trains are expected to pull trains of up to 8,000 tons
gross weight, station tracks will be lengthened to not less than
1,500 meters. 215/ On the basis of car lengths it is estimated that
an 8,000-ton train would require station tracks 1,800 meters long.
The planned increase in freight and passenger train
speeds will require the installation of heavier rails' and stone
ballast. Rail which is removed to make way for, the heavier types
is used on main lines which have light traffic density either to
replace worn-out rail of the same weight or to replace lighter
weights, or it may be used in yards and sidings. It is unlikely
that there will be any significant increase in the amount of rail
delivered for scrap as a result of installation of heavier types of
rail, because most of the lighter rail replaced by these programs is
absorbed by the increased track Mileage resulting both from construc-
tion of new lines and from the expansion of yards and sidings.
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On branch lines, or main lines with relatively light
traffic, the introduction of diesels may not make it necessary to
install heavier rail, because diesel locomotives have lighter axle
loadings per unit of tractive effort and do not pound the rails as
do steam locomotives. In addition, the rate of replacement of
existing rails is reduced because diesels cause less wear. 216/
Although most models of diesel and electric locomotives .
pull longer, heavier trains than steam locomotives of equal weight,
it is generally not necessary to strengthen bridges. Diesel and
electric locomotives have lighter axle 'loads per unit of horsepower;
therefore, they may use bridges which steam locomotives could not
safely use.
Soviet sources point out that the electrification and
dieselization of rail lines should be preceded by various other
improvements, such as electric centralization of switches, improved
types of signaling, and automatic train stopping devices, 217/
because the higher speeds of these types of motive power require
additional safety measures. Electric centralization of awitches
apparently means electrification of interlocking plants at yard
entrances and exits and at junctions and crossing with other. lines.
Installation of improved types of signalling includes automatic
block on double-track lines or centralized traffic control (appar-
ently called "dispatcher centralization" by the USSR) on single-
track lines.
Another investment being, made to increase the usefulness
of diesel and electric locomotives is the installation of radios. In
March 1956 it was announced that radios would be installed on TE-3
locomotives produced at the Khartkov plant. 218/
Although on some ,lines the introduction of diesels requires
additional capital investment for track, signals, and communications
to permit full utilization of their potential, on other lines the
introduction of diesels, through their added power and flexibility,
may postpone or make unnecessary the heavy expenditures required to
increase line capacity through either double tracking or the instal-
lation of centralized traffic control. For example, on most sections
of the Tashkent, Ashkhabad, Orenburg, and Turkestan-Siberian systems
the introduction of diesel locomotives and related increases in
train weights and speeds have permitted these systems to cope with
growing freight traffic without increasing the number of trains. 219/
One of the effects of the installation of faeilities
discussed above is that, after the initial investment has been made,
operating and maintenance costs will be reduced. For example,
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installation of heavier rail will result in lower maintenance costs.
Few additional investments may be required on lines with light
traffic density. In fact, the scrapping of existing facilities for
steam power would produce additional income. On most lines, however,
to benefit from the higher speed and heavier train potential of diesel
and electric locomotives, higher standards of trackage, longer sidings,
and improved signaling are a minimum requirement.
2. Effect on the Locomotive Park.
General introduction of diesel and electric locomotives
will eventually permit large numbers of steam locomotives to be
scrapped or placed in reserve. A Soviet source reports that the
2,000 electric locomotives plus the 2,250 diesel locomotives to be
built in 1956-60 will equal -7 apparently in terms of total horse-
power -- approximately 15,000 type E or 10,000 type FD steam locomo-
tives. 220/ Thus 1 electric or diesel locomotive replaces approx-
imately 2.3 to 3.5 steam locomotives in terms of horsepower alone.
The greater availability of diesel and electric locomotives com-
pared with steam locomotives, which results from a reduction in delays
for fuel and water stops and from shorter servicing and repair time,
may cause this ratio to be even higher.
The scrapping of steam locomotives will involve a credit
to the railroads for scrap iron and steel. As yet, there is no direct
evidence that the USSR is scrapping steam locomotives other than those
involved in nolual retirements. As steam locomotives are replaced
on individual lines by diesel and electric locomotive, the USSR is
using the newer model steam locomotives to replace older models on
other lines. For example, some of the World War II type E locomotives
which the USSR imported from the US and Canada and used on the Omsk-
Novosibirsk line apparently have been sent to the systems of the Far East.
In the Far East they have been displacing the World War I type E
locomotives imported from the US. It is assumed that the older models
are being scrapped or held in reserve. The 31,800 steam locomotives
(freight, passenger, and switcher) estimated to be in operation at the
end of 1956 contain an estimated total of 4.8 million tons of metal
(using a rough average of 150 tons per locOmotive.and tender).
3. Effect on Repair and Servicing Facilities.
Soviet steam locomotives require water approximately
every 40 km and coal approximately every 80 km. 221/ The normal
Soviet practice is to have steam locomotives based at a home terminal
where they receive running repairs, boiler washing, and perhaps medium
repairs. The locomotives make runs of from 80 to 175 km from the home
terminal to a turnaround point, where they are serviced and given
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necessary light repairs, and then return to their home terminal.
There are large roundhouses or locomotive sheds at home terminals
and smaller sheds at turnaround points. Capital repairs of steam
locomotives are performed at a few large locomotive factories which
serve large areas.
Diesel and electric locomotives require no boiler water
and only very sMall quantities of water for other uses. Diesels
run about 800 km between refuelings. 222/ Electric locomotives require
no fueling facilities. Fueling of diesel locomotives requires only
simple facilities at a small number of points compared with steam
fueling facilities. On at least one line it appears that diesel
locomotive home terminal sheds are located approximately 1,100 km
apart. Thus diesels run 550 km from two home terminals to a common
turnaround point and 550 km back. The watering and coaling facili-
ties for steam locomotives, therefore, can be abandoned on electrified
and dieselized lines, and many of the steam locomotive sheds and
roundhouses can be dismantled. Although steam locomotive sheds and
roundhouses may be rebuilt for use by diesels, it is often preferable
to abandon existing sheds and roundhouses and to build new sheds
specifically designed to handle repairs typically encountered with
electric or diesel locomotives.
By the end of 1960, steam locomotive repair factories
at Tashkent, Voronezh, and Chkalov are to be converted to diesel
repairs, and the Astrakhan' plant is already performing diesel re-
pairs. The Novosibirsk, Zaporozhlye, and Ulan-Ude steam locomotive
repair plants will be rebuilt by the end of 1960 to repair electric
locomotives; the Tbilisi plant already repairs electric locomotives;
and a new plant is under construction at Chelyabinsk. 223/
? 4. Effect on the Amount of Coal Hauled for Locomotive Fuel,
One of the major effects on the railroads which will,
result from the electrification and dieselization programs Is that
the amount of coal hauled by railroads for their own use will be
drastically reduced. Soviet railroads consume 2 tol 0 sercent of
112gZSSR see D, p. , below). Diesel loco-
motives consume only from 10 to 12 percent of the tonnage of fuel
consumed by steam locomotives for hauling equal amounts of traffic.
Freight hauled by an individual Soviet railroad system for its own
use is not included in either the tonnage or the ton-kilometer figures,
which normally represent only revenue freight. The coal formerly
used as fuel for steam locomotives and not recorded as revenue
freight will instead Move as revenue freight and be consumed by
industry. Thus during the period of power changeover the tonnage
and ton-kilometers of coal hauled as revenue freight should show a
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moderate increase over and above
will not be a significant effect
by the railroads. The effect of
road to industry use as a result
Table 18.
normal increases, althoudi there
on the tonnage actually hauled
this diversion of coal from rail-,
of electrification is shown in
Table 18
Coal Consunptibn and Savings Resulting from Electrification
of Soviet Railroads a/
1955 and 1960, 1965, and 1-970 Plans
Million Tons
Amount of coal required to.produce electric
power for railroads (required for electric
traction which is planned), excluding hydro-
electric power
1955
1960
Plan
1965
Plan
1970
Plan
2
7
15
21
Amount of coal required by railroads if traffic
to be hauled by electric locomotives were
carried by steam locomotives
8
32
74
108
Coal saved by use of electric locomotives
6
25
59
87
a. 224/
In addition, this diversion of coal from railroad to industry
is to reduce the average distance which coal will have to be hauled from
688 km in 1955 to between 610 and 630 km in 1960. This anticipated reduc-
tion is not to be caused entirely by electrification, because the use
of gas for heating purposes is increasing in the USSR and will make un-
necessary some of the longer coal hauls. Industrial dislocations, however,
appear to be offsetting this gain, and the average length of coal haul is
actually increasing. 225,/
In addition to the savings in the hauling of fuel coal for
railroads resulting from electrification, there will be even greater coal
savings resulting from dieselization because when diesel locomotives are
introduced, all locomotive fuel coal is replaced by diesel oil.
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Effect on Other Freight for Railroad Use.
Because steam locomotives require large quantities of
boiler feed-water, the introduction of diesel locomotives in some
desert areas has significantly reduced the amount of water hauled
by rail for railroad use. In Central Asia, for example, it is
common to see a steam engine pulling a train of from 23 to 26 cars,
of which about one-fourth consist of tank cars of water to be
delivered to steam locomotive water supply points which have an
insufficient supply of water- 226/ The useful load of trains on
such lines was considerably reduced by the necessity of carrying so
many tank cars of water.
6. Effect on Personnel.
A large training and retraining program in the opera-
tion and repair of diesel and electric locomotives has had to be
instituted for railroad personnel. In 1956-60, training will be
required for nearly 16,000 locomotive engineers, 30,000 engineer
helpers, more than 10,000 skilled repairmen, and hundreds of engi-
neers and technicians for diesel traction alone. 227/
At the same time, the number of operating and repair
personnel can be reduced because of the improved performance of
these. types of motive power, the smaller number of locomotives
required to perform the same amount of work as with steam power,
and the smaller amount of repair time required. Electrification of
railroads is stated to result in a 25-percent reduction of personnel
(believed to be based on ton-kilometer performance per worker)
compared with the operation by steam locomotives. 228/ Similar
reductions undoubtedly result from the introduction of diesel loco-
motives. One Soviet source says that 100 men are released for
other jobs for every 100 km of track which is converted to electric
or diesel traction. 229/ This estimate is believed to be based on
the assumption that the levels of traffic are equal. A Soviet
article on the electrification of the Khar'kov-Merefa line stated
that the change will permit a reduction of locomotive crews by
30 percent and repair crews (apparently locomotive repair crews),
by 50 percent. 230/
An indication of the effects of electrification and
dieselization on personnel requirements and productivity compared
with operation with the type FD steam locomotive is shown-in
Table 19.*
* Table 19 follows on p. 65.
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Table 19
Reductions in Personnel Costs And Numbers
and Increases in Productivity with Electric and Diesel Operation
Compared with Type FD Steam Locomotives a/
Reduction in expenditures
for maintenance of oper-
ating crews (locomotive
Percentage Change Compared
with Type FD Steam Locomotives
VL-22m Electric
N-8 Electric
TE-3 Diesel
and train crews)
50
33
50
Reduction in working
contingent 12/
11.0
30
Reduction of entire working
contingent 2/
9
13
lo
Increases in labor produc-
.tivity for entire working ,
contingent C/
10
15
11
Increases in labor produc-
tivity b/
37 67 43
a. 231/. The type FD is the most powerful Soviet freight locomotive.
b. Believed to include only the train operating crews.
c. Believed to include both train operating crews and locomotive repair
personnel but may also include track maintenance personnel.
B. Impact on the Electric Power Industry.
The plan for electrification of 4o,000 more km of line, during
the 15-year period 1956-70 will increase the consumption of electric
power by electric traction from 3 billion kwh in 1955 to 48 billion kwh
in 1970. Data on the consumption of electric power by rail transport
as a whole and by electric traction alone for 1955 and the 1960,
1965, and 1970 plans are presented in absolute figures and in per-
centages in Table 20.*
* Table 20 follows on p. 66.
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Table 20 -
Estimated Consumption of Electric Power by Railroads in the USSR a/
1955 and 1960, 1965, and 1970 Plans
Billion Kilowatt-Hours
Percentage Distribution
1955
1960
Plan
1965
Plan
1970
Plan
1955
1960
Plan
1965
Plan
1970
Plan
Total output of electric
power in the USSR
170
320
600-650
750-1,000
100.0
100.0
100.0
100.0
Total electric power
consumption by railroad
transport as a whole
6.65
18
60
3.9
5.6
6.2-6.7
6.0-8.0
Electric power consump-
tion by electric trac-
tion alone
13
30
48
1.8
4.1 LD/
4.6-5.o
4.8-6.4
12/
a. 232/
b. Computed from data in kilowatt-hours.
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Additional power is consumed by rail transport for purposes
other than the operation of electric traction. Total consumption
of electric power for all railroad purposes amounted to 6.65 billion
kwh in 1955, or 3.9 percent of the total output of electric power
in the USSR. In 1960, consumption is expected to amount to 18 bil-
lion kwh, or 5.6 percent of total output of electric power in that
year. In 1957, rail transport is expected to consume 9.2 billion
kwh of electricity. Production of electric power by railroad power-
plants in 1957 is planned at 1,535 million kwh, or 17 percent of
anticipated rail consumption. 233/
Electrification of railroads requires the installation
not only of the catenary but also of considerable mileages of
high-voltage transmission lines to carry the power over long
distances. In addition, it is necessary to build substations to
step the voltage down and convert alternating current to direct
current for transmission to the catenary. During 1956-60 it will
be necessary to install about 6,500 km of high-voltage power lines
for the rail electrification program, 234/ or 13 percent of the
50,000 km of main high-voltage power transmission lines to be
strung during this period. 235/ The cost of installing high-voltage
power lines may be estimated roughly at 110,000 rubles per kilometer
(based on a Soviet source which states that a 110-kw line costs
95,000 to 120,000 rubles to install). 236/ The total cost of install-
ing the 6,500 km for rail electrification, therefore, would be about
715 million rubles. The cost of building the required =Tiber of
substations is estimated roughly at an additional 160 million rubles.
In addition, it is estimated that 200,000 kw of new generating
capacity will need to be built at an average cost of 1,500 rubles
per kilowatt, or a total cost of 300 million rubles. Thus the
total cost for transmission lines, substations and generating facil-
ities is estimated at 1,175 million rubles.
C. Impact on the Petroleum Industry.
Until recent years the use of petroleum fuels by railroads in
the USSR was limited. In fact, the only known use of fuel oil by
steam locomotives was in the Caucasus area. Aviation and shipping,
both civilian and military, as well as the expanding truck and tractor
parks, always ranked ahead of the railroads in petroleum fuel prior-
ities. Therefore, the adoption of diesel locomotives was limited to
those systems located close to sources of liquid fuel or to those
experiencing difficulties in supplying water or coal for steam
locomotives. Unforeseen production of the Ural-Volga oilfields,
however, has caused Soviet planners to place dieselization of rail-
lines virtually on a pax with electrification.
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The increasing share of total freight hauling to be per-
formed by diesel locomotives in the immediate future will cause a
significant increase in the consumption of diesel fuel by the rail-
roads. Whereas total production of diesel fuel in the USSR is to
increase by 88 percent from 1955 to 1960, consumption of this fuel
by railroads will increase by 466 percent. As a result, consumption
of diesel fuel by railroads will rise from about 3.8 percent of
total production in 1955 to 11.6 percent in 1960. Thus Soviet rail-
roads are rapidly becoming a substantial customer of the growing
Soviet petroleum industry. Estimated consumption of diesel fuel
by Soviet railroads and the percentage of total Soviet diesel fuel
consumed by railroads for 1950, 1955, and the 1960 plan are shown in
Table 21.*
D. Impact on the Coal Industry.
Stated plans for the dieselization and electrification of
the Soviet railroad system will change the status of the railroads
from a major customer of the coal industry -- about 25 percent of
the total coal produced in the USSR in 1954 -- to a consumer of
only about 3 percent of the total coal produced in 1970.
Many statements have been made by Soviet economists and
engineers pointing out the great savings in coal consumption that
will be effected by the changeover to diesel and electric traction
(see V, A, 4, p. 62, and Table 18, p. 63, above). Because of the
greater efficiency of central power stations, consuuption of coal is
50 to 60 percent less than that used by steam locomotives. 237/ It
is believed that this figure is based on standard fuel. The saving
may be somewhat less in terms of tonnages of actual fuel because
central power stations can use lignite, peat, and oil shales which
cannot be used as efficiently by steam locomotives as can higher
grade coals. This utilization of lower grade fuels not only will re-
sult in lower cost, however, but also will tend to reduce the average
length of haul because local fuels Can be used. 238/ When power
comes from hydroelectric plants, coal consumption is reduced 90 to
95 percent compared with the requirements for steam locomotives. 239/
The combined effect of thermal electric and hydroelectric powerplants
is to reduce fuel consumption .per unit of traffic to one-third or
one-fourth of that of steam locomotives. 240/ A total of 30 million
tons of coal should be saved per year from electrification and
dieselization. 241/
About 80 percent of the coal used by the Soviet railroads
(apparently in 1954-55) was turned in steam locomotives. 245/
According to plan, gradual retirement of steam locomotives will
* Table 21 follows on p. 69.
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Table 21
Estimated Consumption of Diesel Fuel by Soviet Railroads
1950, 1955, and 1960 Plan
Estimated
Ton-Kilometers
of Freight
Performed
by Diesel
(Billions)
Estimated
Consumption of
Diesel Fuel by
Diesel Freight
Locomotives 2/
(Thousand
Year Net Gross 2/ Metric Tons)
Estimated Total
Consumption of
Diesel Locomotive
Fuel by Railroads 12/
(Thousand
Metric Tons)
Estimated Total
Product ion
of Diesel Fuel 2/
(million
Metric Tons)
Percentage
of Total Production
Consumed by Railroads
for Locomotive Fuel
1950
13.2
24.0
86
103
3.6
2.9
1955
53.4
97.1
348
418
10.9
3.8
1960
plan
302.0
549.1
1,977
2,372
20.5
11.6
a. Calculated on the basis of 3,600 metric tons of diesel fuel consumed per billion grosston-ki10-
meters. Fuel consumption is estimated at 50 kg per 10,000 gross tkm in terms of standard fuel 242/
Because the ratio of standard fuel to actual fuel is estimated at about 1.4 to 1, 243/ actual diesel
fuel consumption is estimated at about 36 kg per 10,000 gross tkm or 3,600 metric tons per billion
gross tkm.
b, Switching, passenger service, and other operations are estimated to consume, 20 iiercent as much'
fuel as do freight locomotives.
c. 211&'
d. See Table 2, p. 10, above.
e. Gross ton-kilometers are estimated to be 182 percent of net ton-kilometers.
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eliminate this requirement by 1970. The substitution of oil and
gas for some nonoperational requirements should also tend to lower
the total railroad requirement for coal. The increasing demand for
electric power from thermal electric plants, however, will require
more coal as the amount of work performed by electric traction
becomes greater. The net result will be a substantially lighter demand
by the railroads on the coal industry both in absolute terms and as a
percentage of total Soviet coal production. More coal, therefore, will
be available to feed the furnaces of expanding Soviet industrial
complexes.
The estimated demands for coal by Soviet railroads for
1954-55 and the 1960, 1965, and 1970 plans are shown in Table 22.*
Because of the reduction in demand for coal by the railroad industry,
during the Sixth' Five Year Plan there is to be a reduction of from
3 billion to 3.5 billion rubles in capital investment for expansion
of the coal industry and for improvement in the management of Steam
locomotives. 246/
* Table 22 follows on p. 71.
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Table 22
Estimated Demands for Coal by Soviet Railroads
1954-55 and 1960, 1965, and 1970 Plans
Year
1954
1955
1960 plan
1965 plan
1970 plan
Ton-Kilometers
Performed by
Steam Locomotives 2../
(Billions)
769.4
835.0
783.0
273.0
0
Coal Requirements
for Steam
Locomotives 12/
(Million Tons)
70.6
81.0
86.9
25.9
0
Ton-Kilometers
by Electric
Operation 51
(Billions
54.0
82.5
289.0
781.5
1,267.8
Coal Requirements
for Electric
Operation
(Million Tons)
1.7 2/
2.5 2/
7.0
15.0 1/
21.0 1/
Other Railroad
Coal Requirements c
(Million Tons)
14.5
14.3
7.0
3.5
2.0
Total Railroad
Coal Requirements
(Million Tons)
86.8 f/
97.8 f/
100.9
44.4
23.0
Railroad Share
Total Coal of Total Coal
Production dJ Production
(Million Tons) (Percent)
347.1
391.3
575.0
750.0
850.0
25 8/
25 12/
18
6
3
a. From Table 2, p. 10, above.
b. The 1954 figure is based on a Soviet statement that 70.6 million tons of coal were burned by steam locomotives in 1954, 247/ and performance of 769.4 bil-
lion net tkm by steam locomotives in 1954, which gives an average consumption of 91,800 tons of coal per billion ton-kilometers in 1954. The consumption rates
for 1955, 1960, and 1965 are based on estimates of the amount of coal which would be required to perform the ton-kilometers estimated to have been performed by
electric locomotives in Table 18, p. 46, above. This gives consumption per billion ton-kilometers as follows: 1955, 97,000 tons; 1960, 111,000 tons; and 1965,
95,000 tons.
c. Calculated on the basis of 1954 coal consumption by steam locomotives of 70.6 million tons, by electric operations of 1.7 million tons, and a calculated
total requirement by railroads of 86.8 million tons (based on 25 percent of total coal production). The balance coal requirements for railroads in 1954 is
therefore 14.5 million tons, or about 4 percent of total Soviet production. This would include coal for heating, and power for shop use and other purposes.
The 1955 balance after other requirements is 14.3 million tons. Because fuel for these purposes will probably be met more by gas and oil in the future, this
requirement is estimated as being cut roughly in half (in terms of tonnage) in each fifth year after 1955.
d. Estimated.
e. According to a statement by a Soviet economist, A. Chertkov, 248/ "70.6 million tons of coal were burned by steam locomotives in 1954, while 23 million
tons would haul the same amount via electric power plants and electrified railroads." An average of 91,800 tons of coal per billion ton-kilometer therefore
was consumed by steam operation. Electric operation would have required about 33 percent of this amount for the same work. The number of ton-kilometers
performed by electric locomotives therefore is multiplied by 91,800 tons, and 33 percent of this product is taken to be the estimated coal requirement for
electric operations in 1954 and 1955.
f. Based on announced percentages shown in last column.
g. 249/
h. 250/
i. 221/. See Table 18, p. 46, above.
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APPENDIX A
LIST OF RAILROAD. LINES ELECTRIFIED IN THE USSR AS OF 31 DECEMBER 1955.
AND FUTURE PLANS FOR FLECTRIFICATION
This appendix lists the railroad lines electrified in the USSR as of
31 December 1955 and future plans for electrification during 1956-60
and 1961-70. Totals of the first two columns do not agree precisely
with figures in Table 1* for reasons shown in appropriate footnotes.
The total of the third column when added to the totals of the first two
columns equals only 26,415 km compared with the plan to have 45,500 km
of track electrified by 1970. This great difference is caused by the
fact that the USSR has not released specific information on many of the
lines to be electrified in 1961-70.
* P. 6, above.
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Additional Electrification Additional Electrification
Lines Electrified as of 31 December 1955 Length 2/ 1956-60 Length 2/ ,1961-70 Length 2/
Trans-Siberian main line (including European section)
Moscow-Ramenskoye 12/
Bezymyanka-Smyshlyayevka 2/
Dema-Chelyabinsk I/
Isil'-Kul' - Omsk
Omsk-Novosibirsk h
Irkutsk-Slyudyanka 1/
44
11
490
138
627
134 Is/
Ramenskoye-Inza-Bezymyanka 2/
Smyshlyayevka-Dema
Chelyabinsk - Kurgan - Isil'-Kul'
Novosibirsk-Irkutsk 2/
Ulan-Ude - Petrovskiy Zavod 1/
1,062
492
660
1,851
143
S? lyudyanka - Ulan-Ude
Petrovskiy ZaVod -,Vladivostok 1/
331
3,507
Total
1 444
4 208
3838
Siberian branch lines of Trans-Siberian
Belovo-Novokuznetdk (Stalinsk) 12/
141
Inskaya-Promyshlennaya-Belovo 2/
289
Barnaul-Omsk (new line). 1/
750 2/
Novosibirsk-Inskaya 1/
19
Omsk-Nazyvayevskaya 2/
149
Inskaya-Barnaul 2/
209
Barnaul-Kulunde-1/
343
Total
160
438
1,302 .
Other main lines to the East
Moscow-Aleksandrov f/
113
Aleksandrov-Vspol'ye 2/
170
Vspol'ye-Yaroslavl'-Kirov-Perm' d/
1,155
Moscow-Zheleznodorozhnaya f/
24
Zheleznodorozhnaya-Fryazevo-Noginsk 91
44
Fryazevo-Petushki-Gor'kiy-Kotel'nich 2/
755
Total
137
214
1,910
Urals lines not included elsewhere
Sverdlovsk-Nadezhdinsk (Serov) 91388
Chelyabinsk-Sverdlovsk 2/
. 252
Nadezhdinsk (Serov)-Bogoslovsk Karpinsk) 2/?
48
Goroblagodatskaya-Perm' 2/
312
Kizel-Perm' (new line) 2/ .
160 2./
Perm'-Sverdlovsk 2/
381
Chusovaya-Usol'ye h/
205
Magnitogorsk-Abdulipo (new line) 2/
540 I/
Sinarskaya-Krasnoufimsk 1/
320 y/
Usol'ye-Solikamsk Ii
27
Berdyaush-Bakal jf
52
Total
1,032
Moscow-Khar'k8v-Donbas
Moscow-Serpukhov 1/
99
Serpukhov-Khar'kav-Donbas (Slavyansk) 2/
933
Slavyaask-Rostov 1/ ?
319
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Lines Electrified as of 31 December 1955
Length 2/
Additional Electrification
1956-60
Length I/
Additional Electrification
1961-70
Length 2/
Other .Moscow-Donbas-Caucasus connection
Moscow-Ozher'el'ye-Mikhaylov 1/
Total
209
209
Mikhaylov-Pavelets ly
Likhaya-Bataysk 91
52
174
226
Ryazhsk-Likhaya 2/
Bataysk-Armavir-Belorechenskaya 2/
766
4o4
1 170
Other Donbas and Envoy Rog line
Krivoy Rog - Dolgintsevo - Zaporozh'ye LI/
202 91
Pyatikhatki-Yasinovataya 2/
382
Caucasus and Trans-Caucasus lines
Akstafa-Tbilisi-Sukhumi 1/
499 ic./
Sukhumi-Sochi-Belorechenskaya 2/
347
Alabashly - Kushchinskiy Most I/
35
Kirovabad-Akstafa z/
94
Takhakaya-Poti h./
4o
Zestafoni-Chiatura (new line) 2/
36 .../
6chemchiri-Kvezani aa
27
.
Samtredia-Batumi h
106
Sanain-Leninakan h/
110
Leninakan-Yerevan n/
154
Tkibuli-Rioni tly-
59
'KhaShuri-Borzhomi LI/
30
:KislOvodsk ..-'Mineral'nyye Vody LI/
64
Armavir - Mineral'nyye Vody 21/
188
Beshtan-ZhelezndVodsk 1/
6 2R/
' Baku-Sumgait 1/
30
Baku-Buzovny 1/
25 lc/
Sabutichi-Surakhani 1/
7 ../
Total ?
1 038
477
342
Other Moscow and Leningrad lines
Moscow-Iksha r
45
Iksha-Dmitrov dd
20
Moscow-Klin c
89
Klin-Kalinin c
78
Kalinin - Malaya Vishera sl/
322
Tosno-Leningrad 22/
53
Malaya Vishera - Tosno ffi
109
Leningrad-Sestroretsk-Beloostrov ge
43 22/
Leningrad-Pavlovsk
27
4/
Leningrad-Lomonosov Oraniyenbaum) El ,
4o
Ligovo-Gatchina 11/ .
33
Leningrad-Zelinogorsk-Roshchino LI/
? .60
Lyubertsy-Kurovskaya-Cherusty 5/
136
Moscow-Golitsyno 2/
44
Golitsyno-Mozhaysk 2/
66
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Lines Electrified as of 31 December 1955 Length 21
Other Moscow and Leningrad lines (Continued)
Moscow-Aprelevka 2/ 42 Aprelevka-Maloyaroslavets 2/
Moscow-Novoiyerusalimskaya 1/ 61 Novoiyerusalimskaya-Volokolamsk 2/
f
Reutov-Balashikha 12
Mytishchi-Monino y 22/
31 22/
Additional Electrification
1956-60 Length L./
Total 580
Leningrad and Moscow connections with Vorkuta
Total
Baltic Republic lines
Riga-Kemeri h/
Tallinn-Pyaskyula 11/
? Total
?
Kola Peninsula -
?
Murmansk-Kandalaksha 1/
Apatity-Kirovsk
Total
Carpathian region
Other suburban
Total
Grand total
0
45
11
56
278 Kandalaksha-Loukhi 122/
22
300
Mukachevo-Lavochne 222/
79
65
122
167
167
Additional Electrification
1961-70 - Length 2../
Leningrad-Vologda kk/
Danilov-Vologda-Konosha-Kotlas-Vorkuta
322
600
1,913
2,513
Kiev-Darnitsa 22/ 14
Kiev - Belaya Tserkov pi/ 98 Suburban lines in Riga, Tallinn, Kiev,
Kharkov, Dnepropetrovsk, Stalingrad,
Rostov, Sochi, Sukhumi, Tbilisi,
Kalinin, Gor'kiy, Molotov, .Sverdlovsk,
Kuybyshev, Ufa, Chelyabinsk, Omsk,
Novosibirsk, Irkutsk, and others 2/ N.A.
0 _112 N.A.
_
5,257 22/ 8,741 /21./ '2,417 2./
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a. From official timetables 222/ unless otherwise specified. These figures, therefore, represent route-kilometers rather than track-kilometers.
b. 253/
d' 222/
e. Put in operation in 1951. 256/
f. 257/
g. Included by the USSR among lines completed in Fifth Five Year Plan ,rather than among 1956 lines, 2,_/ even though it did not go into permanent operation until
April 1956. 2221/ Electrification wan basically completed in 1955, but the temporary power line acroas the Irtysh had to be replaced by a permanent one. 2L0/
h. 261/
I. Although no other source reported planned electrification beyond Slyudyanka in the 1956-60 period, a recent broadcast stated, in discussing plans for work in 1956:
"It is planned to begin the electrification of the Ulan-Ude - Petrovskiy Zavod road. In the not too distant future electric locomotives will be running there." 2f2/
j. Believed to be officially included in lines electrified during the Fifth Five Year Plan, although not in operation until 1956. Steel posts were up and the catenary
was strung as of December 1955. 2?1/ The line was not included among the 847 km publicized as the plan for 1956. 2?12/ However, it did not go into operation until
April 1956. 265/
1. Construction of the Sinarskaya-Krasnoufimsk line is to be completed during 1956-58, and one source reports that electric locomotives will operate over it: The
Barnaul-Omsk line- is also to be built during the 1956-60 period, and the same source states: "The road bed must be sturdy enough to withstand the movement of electric
locomotives hauling trains having gross weights of up to 8,000 tons." 267/
m. 268
n' 2L2/
o. EL/
221/
q. 272/
r. 273/
s.
t. 222/
u. 2-2g
v. 277/
w.
x. Distance estimated from large-scale mapS.,
Y. 279/
z.
aa. Source merely refers to the electrical line Ochemichiri-Kvezani (Tkvarcheli) 281/; so there is a slight possibility the line was electrified after 1 January 1956.
One source stated, "Passenger traffic will be started soon on the electrified branch railroad Kvezani-Akarmara.". 282/ This line is not a new line as might be interred.
Akarmara is an alternate name for Kvezani.
bb. 441/
cc. 2_1
dd. First electric train ran on Iksha-Dmitrov stretch on 5 July 1956. 131/
as. Only one of the tracks was electrified as of 1949.
ff. 4(gg. 2 /
hh. 112/
ii. 290/
jj. 291/
2
11. 293/
mm. One radiobroadcast said that it was planned to commission this electrified stretch in 1958. 211/ Rowever, a map in a recent Soviet publication showed this stretch
planned for dieselization rather than electrification. 2
nn. 296/
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00. 222/
pp. 222V. Construction of this new electrified railway has begun. 222/ Distance is approximate.
qq. The estimate of total electrified line in 1955 as shown in Table 1 (p. 6, above) is 5,400 km, of which only 5,257 could be identified in this tabulation. The dif-
ference could stem from differences in kilometrage of individual lines as given in various Soviet sources and from the omission, from Soviet maps and other sources, of a
number of minor electrified lines.
rr. ?A total of 13,500 km of electrified line is to be completed by 1960. The 8,741 km shown in this list to be electrified in this period, plus the 5,257 km identified
as being electrified at the end of 1955, give a total of 13,998 km. This excess could result from differences in kilometrage of individual lines as given in various
Soviet sources, from the length of some recently constructed lines having to be estimated, and from the inclusion of lines not included in the original announcement of
1960 goals.
as. The 12,417-km total shown here for the 1961-70 period, plus the 13,992 km shown in the other two columns of this list, gives a total length of identified lines of
,26,409. It is planned to have 45,500 km of track electrified by 1970 (see Table 1, p. 6, above). The difference in the two figures results from the fact that the USSR
has not Yet identified all lines planned to be electrified by 1970.
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APPENDIX B
BASIC -CHARACTERISTICS AND DEVELOPMENTAL TRENDS
OF DIESEL AND FTECTRIC LOCOMOTIVES USED IN THE USSR
The main body of this report has discussed many of the advan-
tages inherent in the dieselization and electrification of programs in '
the USSR and the factors which probably motivated the launching of
these programs.
Soviet diesel and electric locomotives are considerably more
productive than steam locomotives. Soviet engineers estimate that
1 VL-22m electric locomotive, in terms of over-all work productivity,
replaces 3 type E or 2 type FD steam- locomotives. The new N-8
electric, VL-23. electric., and ti-3 diesel locomotives will be even
more effective. The 2,000 electric and 2,250 diesel locomotives to
be constructed during 1956-60 will be equal in power to approximately
15,000 type E or 10,000 type FD steam locomotives. 300/
On straight and level track, N-8 electric locomotives can operate
a train weighing 4,000 tons at a running speed of 85 km per hour. A
TE-3 diesel locomotive can do the same at 67 km per hour, whereas
the speed of the type FD steam locomotive, operating under identical
conditions, does not exceed 63 km per hoar. 301/
1. Diesel Locomotives.
There are three major types of diesel locomotives in the
USSR, designated 1E-1, 1E-2, and TE-3* (TE is the abbreviation for
"teplovoZy electroperedachey," or internal combustion locomotive
with electric drive). The basic characteristics and total estimated
production through 1956 of each of these three types is shown in
Table 23.** The 1E-1 is,a road-switcher type of freight locomotive
with a box-like profile and is generally operated as a single unit.
The 1E-2 and TE-3 are streamlined main-line freight locomotives
which generally operate with two units coupled together.
* See Figures 7, 8,
** Table 23 follows on p. 80.
following p. 80. 50X1
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Table 23
Basic Characteristics and Total Estimated Production Through 1956
of Major Types of Diesel Locomotives Used in the USSR a/
Year first unit was produced
TE-1
TE-2 b/
TE-3 12/
1947
1948
1953
Number of axles per unit
6
4
6
Total weight with full load of fuel,
water, lubricants, and sand (metric
tons)
124
83 2/
126
Designed (maximum) speed (km/hr)
90
93
loo
Effective horsepower d/ 1,000 1,000 2,000_
Total estimated production through
1956 e/
301J 511.8J 164 y
a. 302/
b. Although these types normally run with two units coupled together)
these figures are for individual Units
c. Source gives figure of 166 tons, which is weight of two units coupled
together.
d. A Soviet source shows that these figures are the power of the diesel
engine, but the useful- powerof a 2-unit TE-2 locomotivelis 1,530 hp and
of a 2-unit '1E-3 locomotive -.3,600 hp, 303/ The latter figure ,apparently
considers losses between the diesel engine and the electric traction
motor.
e. 304/
f. Including two units modified for cold weather operation and desig-
nated TE-5
g, Figures for the TE-2 are in terms of 2-unit locomotives totaling
2,.000 hp. Hence production of individual. TE-2 units totaled 1)096 units.
Two individual TE-2 units included in this total wpree.utilized in the
1 TE-4 locomotive which was produced.
h. Figures for the TE-3 are in terms of single 2,000-gip units although
they operate as 2-unit locomotives. The figures include a few units
designated TE-7 modified for passenger and express freight service.
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Figure 7. USSR: Two-Unit TE-2 Diesel Locomotive, 1955. [The USSR is estimated to
have produced 274 of these 2,000 hp Locomotives (1,000 hp per unit) through 1956.]
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Figure 8. USSR: Two-Unit TE-2 Diesel Locomotive, Probably Early 1950.
(Note that this test line is also electrified.)
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2. Electric Locomotives.
The basic characteristics and total estimated production through
1956 of the major types of electric locomotives used in the USSR are
shown in Table 24.* As indicated in this, table, the locomotive used
preponderantly in the USSR is the VL-22m.** The VL-22m is now being
supplemented and eventually will be replaced by the VL-23 and the
N-8.*** The VL-23 is designed for high-speed, level-country operation,
and the N-8 is designed primarily for operation over steep grades.
, 3. Developmental Trends.
The USSR has produced several experimental locomotives in the
postwar period. One of these is the TE-4, which consists of two TE-2
units separated by a gas-generator unit. The generator produces a gas
from coal, and the diesel engines operate on either diesel fuel or a
mixture of 75 percent gas and 25 percent diesel fuel. 305/ Experi-
ments are still being conducted with gas-operated diesels.
The new high-speed diesel passenger locomotive, designated
TE-7, is now in production. This model appears to be exactly the
same as the TE-3 with two 2,000-hp units per locomotive, except that
it has different gearing to permit higher speeds and modified brakes
to permit rapid stops from high speeds. 306/ These locomotives will
also be used to pull high-speed freight trains, such as trains haul-
ing perishable goods. 307/
The USSR has also begun production of diesel switch loco--
motives. During 1956-60, production will begin on diesels of 300 to
400 hp and 700 to 800 hp which have hydraulic-mechanical transmission
rather than the electric motors found on main-line locomotives of the
TE series. 308/ The first 750-hp diesel switcher, designated TGv, is
now in production at the Voroshilovgrad Locomotive Works.**** 309/
In both the US and the USSR, work has progressed on gas-turbine
locomotives. In the USSR the Kolomna Locomotive Building Plant is con-
structing a 6,000-hp, 2-section, single-shaft gas-turbine freight loco-
motive. The design speed is 100 km per hour, the coupled weight is
278.4 tons, and each section has two 3-axle trucks. This locomotive is
designed to pull a 4,000-ton train up a 0.9-percent grade at 30 km per
hour. A 340-kw motor is mounted on each axle. The 4-stage gas turbine
produces 3,000 hp at 8,500 revolutions per minute (rpm), and the 12-
stage compressor increases pressure sixfold. The turbine shaft passest
* Table 24 follows on p. 84.
-HHHE
See Figure 16, following p. 84.
Continued on p. 84.
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Table 24
Basic Characteristics. a/ and Total Estimated Productionb/ Through 1956
of Major Types of Electric Locomotives Used in thT. USSR 2/
?
VL-19
VL-22
VL-22m
N-8
N-0
VL-23
Year first unit was produced
1932
1938
191a
1953
1954
1956
Number of axles per unit
6
6
6
8
6
6
Total weight (metric tons)
117
132 11/
132
180
132 ll
138 f/
Tractive effort, hourly (kg)
18,000
24,000
23,900
35,300
23,400
26,400
19,500
20,000
19,800
20,000
Hourly speed (km/hr) g/
37, 39,
30.5,
36, 43,
42.6
40.5
42.6
43.5
36.5
58
Designed (maximum) speed
(km/hr) 5/
75, 85,
70, 85
75, go
go
85
90
go
Voltage g/
1,500,
3,000
3,000
3,000
20,000
3,000
3,000
Horsepower
2,760
11./
2,760 II/
3,270
11/
5,700 h/
3,200
4,300 h/
Total estimated production
through 1956 (units)
145
38
1,145
20
11
2
a. 310/
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Table 24
Basic Characteristics 2./ and Total Estimated Production 12/ Through 1956
of Major Types of Electric Locomotives Used in the USSR 21
(Continued)
b.311/
c. Excluding types produced or imported primarily in the prewar period, of
sMall numbers. These types are as follows: SK, SKh, Ss, S, Si, and PB.
d. Some VL-19 models were modified in 1947 and designated as VL-19m. (See Figures
following p. 8)-i-.)
e. This is a passenger type of locomotive. All other types
for freight service. (See Figure 15, following p. 84.)
f. With ballast.
g. Within any one locomotive type, there are variations in certain performance
resulting from differences in type of electric motors, in gearing, or-(as
VL-19) in voltage.
h. 312/
i. 313/
which there are only
14, 50X1
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characteristics
in the case of the
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through a reduction gear to 3 generators, the over-all capacity of
which is 2,200 kw at 1,800 rpm. Meanwhile, the Voroshilovgrad
Locomotive Building Plant is building a 6,000-hp, electric-transmission,
free-piston engine, gas-turbine locomotive. This 2-section locomotive
has 8 free-piston engines. 314/
An atomic locomotive is under discussion in the US as well as
in the USSR. Now that considerable information is available on
shielding of reactors for the protection of personnel, it appears that
railroad clearances are just barely sufficient to accommodate an
atomic locomotive with adequate shielding. Soviet engineers reportedly
have started a project to develop an atomic locomotive of 8,000 hp.
This locomotive is to be in two sections. The first section will con-
tain the reactor, boiler, and protective shield; the second section will
contain a steam turbine and auxiliary equipment. The weight of this
locomotive is to be 300 tons, and it would use rails of a gauge of
3.0 to 4.5 meters (10 to 15 feet) 315/ compared with the Soviet
standard gauge of 1.524 meters (5.0 feet). Advantages of an atomic
locomotive are obvious, since there would be no refueling problem.
However, possible radiation hazards in servicing as well as in case
of wrecks remain strong deterrents to railroad application.
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Figure 14. USSR: VL-19 Electric Locomotive, 1952.
Figure 15. USSR: N-0 Alternating-Current Electric Passenger Locomotive, 1955.
(Other views of this locomotive show that on the opposite side the two ventilating
grills are replaced by windows.)
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Figure 16. USSR: New TGv Diesel Switch Locomotive, 1957.
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? APPENDIX C
RELATIVE MERITS OF THE AC AND DC EUICTRIFICATION PROGRAMS
IN THE USSR
,At the end of 1956, when electrified railroad lines in the USSR
totaled 6,325 km, the type and voltage of power used were as follows 316/:
Type of Current
Volts
Length of Line
(Kilometers)
Percentage
Distribution
Direct
3,000
5,674-
89.7
Direct
1,500
503
7.9
Direct
825
11
0.2
Alternating,
single-
phase, 50-cycle
20,000
137
2.2
Total
6,325.
100.0
The 3,000 volts DC is used on almost 90 percent of the railroads.
Lines with 1,500 volts DC are found primarily in the Moscow suburban
section. 317/ There is no information on where the 825 volts DC is
used, but it is possible that it is in the Moscow area (see Appendix A).
The 20,000 volts AC is installed experimentally on a line southeast
of Moscow.
The AC line in operation uses single-phase, 50-cycle current of
20,000 volts. In the future this amount may be increased to 35,000 ,
volts. It is hoped that AC operation will reduce the cost of elec-
trification and increase the advantage of electric traction over
other forms of traction on lines with high traffic density. The cost
of power-supply inst4lations is reduced with AC, and the usual dis-
tance between traction substations can be from 50 to 70 km compared
with 20 to 25 km under the DC system.
Corresponding reductions will be possible in the number of service
personnel and the volume of housing construction. Use of AC also has
the possibility of combining traction substations with rayon power-
plants, thereby further reducing costs. 318/ The use of AC also involves
a considerably smaller increase in the cost of power in the event of
heavier traffic, heavier trains, or higher train speeds. The most prof-
itable train speed, in fact, is somewhat higher with AC than with DC.
The higher voltage with AC reduces the expenditures of nonferrous metal
for the contact network by two-thirds and also reduces power losses.
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The average investment per kilometer of line for electrification
with DC and AC in the USSR is shown in Table 25. The investment figures
shown include electric power facilities, electric locomotives, and cer-
tain auxiliary facilities not necessarily related to electrification.
These investment figures exclude the cost of lengthening yard and
siding tracks and the construction of mechanized hunp yards.
Table 25
Average Investment per Kilometer for Electrifying Railroad Lines
in the USSR, a/ by Type of Current
Direct Current Alternating Current
Electric power facilities
Investment
(Thousand
Rubles)
Percentage
Distri-
bution
Investment
(Thousand
Rubles)
Percentage
Distri-
bution
Traction substations
165.5
17.6
82.2
9.2
Contact network
216.5
23.1
163.5
18.4
External power supply
149.0
15.9
136.5
15.4
Total
531.0
56.6
382.2
43.o
Auxiliary facilities
Signals, centralization,
and blocking
22.1
2.3
39.4
4.4
Reconstruction of com-
munications lines
28.0
3.0
116.3
13.1
Auxiliary installations
and living quarters
25.8
2.7
22.8
2.6
Total
75.8
8.0
178.5
20.1
Electric locomotives
332.5
35.4
327.6
36.9
Grand total
939.3
100.0
888.3
100.0
a.
319/
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APPENDIX D
METHODOLOGY
The methodologies employed in deriving estimates in this report
are set forth in the text in connection with individual estimates.
In general, these estimates were derived on the basis of calculations
from Soviet data on percentage or absolute changes from years in
which the data were reasonably firm and by projecting forward or
backward or interpolating between known figures for 2 or more years.
Unless there was reason to modify or reject them, Soviet data were
accepted as being accurate. Estimates of costs were built up by
combining Soviet statements and ORR estimates.
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t
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