TRANSPORTATION - FREIGHT HANDLING

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000600230158-2
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 5
• Document Creation Date: December 22, 2016
• Document Release Date: July 15, 2011
• Sequence Number: 158
• Publication Date: May 27, 1949
• Content Type: REPORT

Sanitized Copy Approved for Release 2011/07/18: CIA-RDP80-00809A000600230158-2
Sanitized Copy Approved for Release 2011/07/18: CIA-RDP80-00809A000600230158-2
COUNTRY USSR
SUBJECT
HOW
PUBLISHED
WHERE
PUBLISHED
DATE
PUBLISHED
I LANGUAGE
CLASSIEICA'-
CENTRAL INTEL
CD NO.
Transportation - Frei
ht handli
g
ng
Monthly pe-1odical
DATE DIST4 May 1949
NO. OF PAGES
5
Mar 1948
R`do oiei4
SUPPLEMENT TO
REPORT NO.
---
a.,,._eewrt~ra,. am MUM m...ds.nwut.. s.no. is wa
THIS IS UNEVALUATED INFORMATION
'kh Rahot. Vol II, No 3, 1947.
TECUNIQOE OF FREIGHT RANDLING AT RAILROAD STATIONS
ACCUMPLISE3MM 1N 1 HC8 TS FOR 1948
N. F. Dubrovin, Chief
Main Adm of Loading and Ccamercini Work
Ministry of Trans
Freight handling is one of the most laborious rr__eseea in r&..lroad trans-
Pori. Over 300,000 men are employed for this work and expenses amount to 3
billion rubles annually.
To carry out the Five-Year Plan, in 1947 the handling of freight by enter-
prises on their privately operated tracks had to be 52-55 percent mechanized,
ant: handling by freight yards had to be 20-23 percent mechanized.
SP001a,lizatlon of Stations and Unloads Pointe
The variety of freight han&led by stations makes difficult a vide use o2
machinery. Every kind of freight requires special types and cmbinations of
machinery. Therefore, for efficient meohaniz!ttion of freight handling, freight
stations must specialize in kandling certain kinds of freight.
Specialization of stations in large functions, and of different points or
centers within the limits of a given station, makes It possible to concentrate
In the same spot the loading and unloading of one kind of large-tonnage freight.
Technical and crgenizatlc ---~l bases for this work were laid 1n 1947 In the de-
cree of the Soviet of Ministers USSR. "on the i4ecbanization of T fling and Un-
ioae'ing Work and the Reduction of Demurrage of Freight Cars for Ic 1ng and Un-
loading In the koscov Junction." In this decree the specialization of stations
vas clearly defined. A survey of the freight turnover in the Moecov Junction
has shown that bulk goods, such as coal, lumber, fruits and vegetables, pota_
toes, and firovood, vere unloaded in about ter, stations.
Moreover, in a station, freight vas unloaded on several platforms located
In different parts of the freight yard. Such diep"rded unloading restricts
50X1-HUM,
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the?uen of freight-handling devices. For this reason, confori ng to the above
:he specialization of stations was started in 1947 in the Moscow Junc-
tior. for unloading any bulk freight shipped to enterprises which do not have
'.heir cwn railroad. tracks,
an exam le ;n1c in- ~-
p , ovary eucrcuwdxaa is concentrates in three
stations of the Moscow junction, unloading of coal and firewood is concentrated
in four specialized stations, shipments of timber in three stations, shipments
of cement in one station. Since 1947,: vegetables have been unloaded at eta-
tions equipped with bunker gantries exclusively. Despite the largeL- scope of
work, compared to 1946, demurrage was reduced considerably as a result of spe-
:!a:izat.ion which made possible mechanized unloading of rolling stock.
in 1947, various projects were undertaken for development of track n.et-
.n9rka, ^;natruction of platforms and buildings, and for mechanization. Start-
ing with 1948, a series of specialized stations are to be put into operation.
A coa. base plan, recently worked out, provides for the following series
of,operations. After a train has been weighed, coal is unloaded onto a gantry
and then, into-trucks, or into piles, by grab cranes which move on tracks lo-
cated on both sides of the gantry. frock loading is speeded up by using bunk-
ers with 20-30 cubic meters capacity, located on both sides of the gantry.
Bunkers are loaded by cranes.
At stations specializing i.:, unloading heavy crates, special plat?nrms
will be constructed with tracks for unloading on both sides. Unloading,
freight handling, and truck loading Is to be done by locomotive cranes with
a 6-10 ton capacity. Each platform will be subdivided into sectors special-
izing in handling heavy freight in crates. Cem,nt is already being unloaded
n special elevators. Mechanic shovels with scrapers on belts are used, and
the cement is carried by a conveyer system to the elevator bunkers, from where
it flows freely through pipes into trucks. Thus, specialization of stations
nakee It possible to aoouaplieh a oenplex mechanization from the phase of un-
loading care to the phase of loading tracks.
The experiment in specialized stations, oftrri.ed out at the Moscow Junc-
tion, must be widely adopted in other junctions,ec=i_lly in ;eningrrad, Kier,
Kharkov, and. Chelyabinsk.
Application of New Techniques and 73moveuent of Technological Processes
in 1947, preparations were mm* for the use in railroad stations of new
types of highly efficient loading and unloading devices.
A dismountable gantry crane with a 10-ton lifting capacity Is teing con-
structed in compliance with the Instruction of the Ministry of Transportation;
the first test models should be readT during the first half of 1948. The crane
will be used at large stations for handling crates and heavy loads. the prin-
iple measurements of this new device we as follows: span, 17 meters; two
:antilevers, each 7 meters long, make it possible, when the length of crane
tracks Is small, to operate on a large surface of the loading platform; hoist-
ing spend 12 meters per minute; traveling speed of telpher, 30 meters per min-
ute; traveling speed of crams, 60 meters per minute.
In 1948, stations must utilise aL a wide scale, the al"-purpose truck
crane with a forked grapple for hamfi" pilos freight, timber and crates, nr
vit'i a bucket far bulk freight such as coal, ballast, eta. The first model
of this truck crane has already been made in one of the factories of the Minis-
try of Transportation, aooerding to the plane of the construction office of
the 9'8ifl1 (Central Scientific Research Institute). Its technical character-
Ietice are as follows: lifting capsoity, 3 tone; lifting height with forked
grapple, 4. maters, with bucket, 3 mstsq+s mixInu speed 30 kilometers per hour;
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minimum radius for turning around, 3 meters; weight, 4.2 tone; clearance, 200
millimeters feic7; power of GAZ-A engine (activating all mechanisms of truck
crane) - 40 horsepower.
If the lifting height of this crane were later increased, it could also
ue uee'i tur loading rouna bim`per, which usually is loaded over suppori.e as-
high as ; asters.
At stations unloading large amounts of freight such as coal, rubble,
gravel, sand, etc., single-bucket caterpillar cranes must be used extensively
for truck loading.
In 1941;, one factory of the Ministry of Transportation must start to manu-
facture cranes with a 10-15 ton lifting capacity, designed to be used on rail-
road tracks. This type of crane is much more efficient than the crane with a
6-ton liftag capacity, now being made. The crane is designed for hoisting
10-ton weights without the help of outriggers and for hoisting 15 tone, when
outriggers are used. Because the crane is assembled on a four-axle platform,
the load per axL. is lover than in the case of the 6-ton crane. As a result,
the new crane may be used on a majority of railroad tracks. Because of its
large boom, the area the crane can service is increased by 20 percent, A 30
percent increase in lifting speed raises the productivity of the crane, es-
pecially when unloading bulk freight with a grab bucket. In order to utilize
the new types of machinery efficiently and to improve the use of types already
in operation,, theteohnology and the organization of freight hard.ing must be
carefully studied. In 1947. the Scientific Research Institute and the Main
Administration of Loading and Ccomieroial Work of the Ministrj of Transportation
established standard schemes of mechanization for handling the various kinds of
freight. All the freight yards in a station are classified with regard to the
&mount and kind of freight they handle, and technical indexes of mechanization
are established for each kind of freight yard. The application of this tech-
nological basis to freight yards is an extremely important problem to be solved
in 1948.
?kipment in ratea
An important feature of the work carried out in 1947 was the increased use
of cratos for shipping. In one year the number of crates used more than dou-
bled, and considerably surpassed the prewar figured. Along routes where goods
are shipped in crates, there are more than 50 handling points located on the
main lines, including the following: Moscow-Leningrad, Moscow-Kharkov-Kiev-
Odessa, Moscow Sverdlovsk-Novosibirsk, Sverdlovsk-Chelyabinsk, Moscow-Gor'kiy,
Moeoov-Kuybyshev, Moscow-Tbilisi, etc. The numMr of types of goods shipped
in orates also Increased considerably in 1947. in this category are included
perfumery, tobacco pro!ucte, textiles, confectionery, hardware, etc. When
shipped in orates, these products ari loaded as packed in the factories. Thug
transportation cote are reduced, and the goods are well preserved.
Two cubic meters of timber are needed for one all-purpose crate. In a
2-year period, this saves at least 3 cubic meters of timber which would be
necessary to ship the merchandise in a roofed car. Moreover, the use of crates
makes it possible to mechanize the whole procedure of freight shipping from the
senders warehouse to the warehouse of the addressee.
During 1947, the Ministry of Transportation studied and made models of new
types of all- etal crates with a 2.5-ton capacity, combination crates of metal
frame with plywood walla with the ease a padity, and crates on !ego for use
with hand carte.
In 1948, shipping in orates mvit be extended. The Ministry of Timber In-
dustry must help by increasing production of all-purpose crates above the 1947
output.
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lielee, in 19;9 a r.?: r _ ttrie z m:.c : r to 3 r. : one 7 a jot; c.?
'I,'tar,oq f,.r war +r ~cr. ^r d in
v
particular, the Ministry of Electri: Power Plats still refuses
to use crates
for peat oh`_pe:erte. The Ministry of Petro c,zc Industry and the tslavnei'teanab
could make good use of crates for mazut shipments. The Ministry of Meat and
Dairy T d.ustry must etody the shipping )f milk In '.arkA.
ling, will accelerate shrinmerts, and w+ '. reduce costs.
19b7 :Station Acrompl:ehments
The volume of mechanized frc;ght cpcrat:one in 19?',7 vas 113 percent that
of 19.0. The level of mechanization in this :erind rose percent, i.e.,
twice the late of the prewar increase.
cant part of the teal vo ume of w'cl c. The ris,1 pert. o !_he freight is
handled manually. It should be pointed out that the imreeec in the volume of
freight handled mechanically leieiued mainly on he te. t. ; iz.ation of the
equipment available and was also the result of 'ca isli:ak .ir_on among
railroad workers for the fulfillment of the F;ivc-'near flan sheet of s^hedul.e.
Many progressive workers considerably exceeded the neon progressive technical,
norms for utilization of machinery.
Tnusr Cos adss ,Y,abanskij ant I'ugov, mechanics on .he North
Donate Railroad system, fulfilled their annual plan in 9 months by combining
loading and unloading. Comrades Strekalov and Nalimov, crane operators of the
freight office of Mcscow Junction., reduced the time 1c t in maintenance and
maneuvering and raised the productivity of the crane to 500 tons per shift,
double the mean progressive technical norms. Transport. worker Comrade Sto-
yanete of the Odessa Railroad system increased the productivity of conveyors
up to 190 tons per hour, and now loads a car with wheal, in 6-9 minutes. At
a station under field conditions, Comrade Stoyanets loads a wheat train in 5
heirs with a combination of mechanical. devises composed of six belt conveyors,
a scraper conveyor, dnd a portable electric power plant.
During 1947, the quantity and quality of the stock of railroad hoisting
machinery improved. There were new truck cranes and improved types of loco-
motive cranes.
In 1947, railroads started to ua. scraper conveyors more widely for lced-
ins wheat and tres..flowing freight. During the period of increased wheat ship-
.aentti, 35 mechaziioal netalla tons were operated by the railroads. Each in-
staimk?1va :onsisted of 4-6 belt. conveyers, one or two scraper conveyors (self-
loader) and a 25 to 30-kilowatt mobile electric power plant. These installa-
tions materially aided the transportation Gf the new :rop, especially In field
etatione which do not have permanent, mochani-0 equipment end eleccric power
generators at their disposal. At the North Caucasus, Ordzhonikidz.c, Odessa,
and Southwestern railroad systems, mechanical installations for loading wheat,
made It possible to reduce manpower requirements and to increase the speed of
train loading '.tree times.
Rowever, the freight handling machinery, such as hoisting cranes, belt
and scraper conveyors, mechanized carte, otc,, e?ailable at the railroads may
be used efficiently for certain freight only. Up to now, the problem of me.-
chemical handling of warehouse Stocks is still rneolved. These nt tcs 10
percent of all freight handled In yards. The problem of mechanical unloading
of bulk freight, especially from roofed cars, requires a thcrotgh 'echnicai
study. The results achieved in 1947 do not satisfy workers of the ;anietry
of Transportation. The urgent prcblem for 19L3 is to increase the mechaniza-
tion of freight operations as much as possible, especially in the principal
functions and in the t'eight yards of the main stations.
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Mechanization at PrivatelyOperate d, Railroad Tracks
The major ?loesea, caused by excessive demurrage of rolling stock during
loading and, especially, unloading operations occur on tracksoperated pri-
vately by industrial enterprises. The 1947 figures show that mechanization
of freight handling on +ri"1 1y -verated tracknIs far behind the iiva-?ear
Plan schedule. As a result, car demurrage on,privately operated tracks in-
creased in 1947 by an average of one hour in ccmpar `ion with 1946. Compared
to the prewar indexes, .Lamurrage ip 1,5 times'-greater. A,seriesof enter-
prises which receive freight regularly do not have any mechanioal equipment
for speeding unloading operations. Such a situation is intolerable. The
fines paid by, enterprises to r4ilro*ds in 1947 for excessive demurrage of
care would have provided enough money to build at least 5,000 cranes or an
unloading gantry over 300 kilometers long.
Enterprises can do much toward increasing the mechanization of freight
handling, as is confirmed by the experiment of Moscow Junction. In accord-
ance with the decree of the Soviet of Ministers USSR,'mentioned above, enter-
prises of the Moscow area executed important projects for development of
freight handling centers: the construction of gantries for unloading, and
the building of a considerable number of conveyors, hoists,scraperdevices, etc.
The measures stated aboveas well as a'general improvement in the organic.
nation and the application of standard technical procedures at stations and : in
transport departments, made it possible in 1947 to reduce the demurrage of
cars for freight operations from ,9 hours inFebruary to 4.5 hours in December.
Indnetrial enterprises of the Urals, Siberia, Donbass, Isningrad, Kiev, Kuyby-
shev, Gorekiy, etc., can and meet develop their own means of mechanization.
Ie1t, scraper and slat conveyors, hoists, lifting Backs, mechanized carts,
simple types of cranes and other similar deveicee may be manufactured by a
majority of enterprises for their own needs.
At the came time, it In extremely important to accelerate mass production
by our industry, of highly efficient freight-handling machinery, mechanical
loading devices, and various lifting cranes.
In 1950, cars loading and unloading must be 75 1.zrcent mechanized. This
task, as set for the Plan, can and must be accomplished earlier.
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