ANNOUNCE NEW RR EQUIPMENT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000600320689-2
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 4
• Document Creation Date: December 22, 2016
• Document Release Date: August 9, 2011
• Sequence Number: 689
• Publication Date: July 5, 1950
• Content Type: REPORT

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INFORMATION FROM
FOREIGN DOCUMENTS OR RADIO BROADCASTS CD NO.
CENTRAL INTELLIGENCE AGENCY REPORT 50X1-HUM
CLASSIFICATION SECRET
COUNTRY USSR DATE OF
INFORMATION 1950
SUBJECT Transportation - Railroad equipment
HOW DATE DIST. ,S' Jul 1950
PUBLISHED Semiweekly newspaper; bimonthly periodical
WHERE
PUBLISHED Moscow NO. OF PAGES 4
DATE
PUBLISHED 12 Feb - 31 Mar 1950
LANGUAGE Russian
TNIS DOOONIIT CONTAINS INFORMATION ASPICIUU Till NATIONAL DANANSE
OF TIS UNITED STATES VITDls Till WIASINI OS ESPIONAS9 ACT 90
I. S.. C.. It AND 11. AS IRANIAN. ITS TIANII ISSION ON Tilt NANEN1TION
NINUD ATnLAN. IN V1000CTION OF THIS FOSS It MO lInlO. U SRO'
SUPPLEMENT TO
REPORT NO.
Newspapers and periodical as indicated.
ANNOUNCE NEW RR EQUIPMENT
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LOCOMOTIVE REPAIR TIME GREAT -- Gudok, No 34, 19 Mar 50
A recent meeting of the collegium of the Ministry of Transportation
reported that in spite of the remarkable 1949 success in the introduction of
new techniques in plants, construction projects, and on the railroad systems,
the results still cannot be considered sufficient. Mechanization of lumber-
ing operations (felling, skidding, loading) lagged in lumbering enterprises
of the Main Administration of Timber Industry of the Ministry. Introduction
of mechanization in freight yards, quarries, and construction projects is pro-
ceeding slowly.
The collegium noted that in various branches there are serious shortcom-
ings of technological processes in the organization itself. The plan for de-
pot repair of locomotives is being fulfilled, but layover of locomotives in
repair is still very great. This is a result of a lack of appreciation of
the method of interchangeability of parts and a lack of coordination between
supplying and assembly shops. Locomotives have to wait for long periods for
wheel pairs, journals, spring riggings, side rods, and brake levers.
It was also noted that some inventions are, put into serial production
without serious preliminary tests under operating conditions. Such was the
case with the Gekker system of automatic train stops; the sum wasted amounted
to It million rubles.
INTRODUCE TRAIN-CONTROL EQUIPMENT -- Gudok, No 25, 26 Feb 50
More than 2,000 kilometers of track on sections of high freight density
have been equipped with intermittent automatic train stops designed by Stalin
Laureate A. A. Tantsyura. A new continuous automatic train stop has also been
created.
About 3,000 stations have been equipped with automatic control route in-
stallations designed by Stalin Laureate Ye. Ye. Natalevich.
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TANTSYURA TRAIN STOPS SHOW DEFECTS -- Gudok, No 35, 22 Mar 50
During the past year, operations on the Omsk Railroad System have shown
that the Tantsyura system of intermittent train stops has some drawbacks.
Among other things, the train stop is not hermetically sealed against moisture.
Water getting into the electromagnetic box along with air causes corrosion,
and the induction coil of the valve gets out of order.
The wiring is often grounded. On the Omsk System, PRG-l and PRG-2 wir-
ing was used when installing the train stops, and neither has proved moisture
resistant. The designers recommending these brands of wiring were mot{.vated
evidently by economy. However, in practice there have been great losses
caused by the necessity of repairing the wiring often.
Under winter conditions, the electromagnetic relay first manufactured
sometimes turns into a petrified frozen monolith, and afterward the indicator
ceases to function. Severe cold reduces the volume of the time lag chambers,
and under both winter and summer conditions the thin-walled brass tubes laid
from the pressure line cause trouble. Very often they break with the vibra-
tions of the movement of a locomotive. Workers of the Omsk Depot have de-
cided that the brass tubes should be replaced by rubber hose of the type used
for oxygen in autogenous welding.
It must be mentioned that repair of the automatic train stops is retarded
by a lack of spare parts.
ADMINISTRATION HEAD BLOCKS NEW APPARATUS -- Gudok, No 39, 31 Mar 50
Not long ago, it was noted in the collegium of the Ministry of Transporta-
tion that Semenov, head of the Main Administration of Signalling and Communica-
tions of the Ministry, was in all ways possible retarding the introduction of
the control route interlocking apparatus designed by Grigorov which has been
approved, accepted, and proven under operating conditions. In his speech to
the collegium Semenov announced that this apparatus had not proven itself, and
that workers of the Zaputnaya station of the Moscow-Ryazan' Railroad System,
where the apparatus was installed, rated the apparatus unsatisfactory.
However, the report of workers in the Zaputnaya station states that opera-
tion of Grigorov's apparatus over a 3-month period showed the apparatus to be
reliable and simple to operate. Semenov's statement at the meeting of the col-
legium was, to say the least, untrue.
It was decided to introduce Grigorov's apparatus in 100 stations of the
USSR network. The All-Union Scientific Research Institute of Railroad Transport,
the Main Traffic Administration of the Ministry,-the chief inspector for safety,
and the administration of the Ministry of Transportation came out for the in-
troduction of the apparatus. However, Semenov stubbornly continues to hinder
the introduction of the apparatus, agreeing to install the apparatus for lengthy
testing and in only 30 stations.
The ulterior motive is clear: while the apparatus for 30 stations is being
manufactured, installed, and tested, it will be possible to equip or begin equip-
ping all sections of the network with the apparatus designed by the workers of
the Main Administration of Signalling and Communications. Then it will be im-
possible to install the Grigorov apparatus anywhere. It means nothing to Seme-
nov that the apparatus designed by workers of the Administration, although hav-
ing its good features, is inferior to the new apparatus in that its installation
will cost the state 20 million rubles more, it is more difficult to operate, and
it must be made specially for each station. No time is being wasted by the Main
Administration of Signalling and Communications which is giving orders to equip
quickly as many sections as possible with their own apparatus.
atCaL l
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The procrastination with the introduction of Grigoi.?ov's apparatus 1}as its
story. Grigorov, an engineer of the planning department of the North Caucasus
Railroad System, proposed his system of control route interlocking in 1941.
Even at that time the Main Administration of Signalling and Communications did
not render a decision as to its testing. With great difficulty a decision was
obtained in 1945 and the apparatus was installed in 11 stations, where it has
been operated successfully to this day.
Continually delaying with a review of this invention, the Administration
worked out and quickly accepted its own system of control route interlocking.
At that time Semenov tried unsuccessfully to represent himself as the co-author
of this system, although he took no part in its designing. After the appear-
ance of an article in Gudok, 2 March 1949, there was created a commission of
specialists to determine once and for all the fate of Grigorov's invention.
Representatives of the Main Administration of Signalling and Communica-
tions did everything to hinder the work of this commission. The commission,
however, recognized the necessity of working out drawings of the apparatus.
The author was directed to make some changes and improvements. Semenov and
Ryazantsev, chief engineer of the Communications Administration, refused to
sign the order for the drawings. Finally, interfering in the rights of the
author, they ordered drawings of their variation of Grigorov's apparatus.
This variation was an attempt to unite the new original idea of electrical de-
pendance with the mechanical block-keys known since the last century.
After Grigorov's apparatus was finally manufactured and installed in the
Zaputnaya station, there were attempts to prove that it still had many defects.
However, the commission proved point by point that the criticisms were un-
founded.' It proved that a broken key offered as evidence of the unreliability
of the apparatus could have been broken only with the aid of mechanical force.
At present, the great advantages of Grigorov's apparatus have been com-
pletely and precisely established. In comparison with the existing type, it
is 50 percent lighter, 50-60 percent less expensive, and only one sixth as
large. Furthermore, it does not have to be made specially for each station.
It is necessary to break the conservatism of the managers of the Main Ad-
m..nistration of Signalling and Communications.
NEW INSTALLATION FOR CAR RETARDER CONTROL -- Gudok, No 19, 12 Feb 50
Up to now control of car retarders in mechanized hump yards has not been
made automatic. The operator, in putting the car retarders into action, de-
termines the-speed of the car by eye, and, taking the weight of the car into
consideration, choose the rate of braking.
Hand operation of car retarders requires a sharp eye and much experience
of the hump yard operator. Mistakes cause uneven loading of the hump yard
tracks and extra shunting work. Serious miscalculations cause damage to the
cars.
Senior Engineer Subotin of the Chelyabinsk Division of the South Ural
Railroad System has proposed a system for automatic control of car retarders.
He has designed a simple installation which does all operations connected with
braking cars without the participation of a man. The installation automatic-
ally measures the speed of the cars along the whole braking position and sets
the necessary. degree of braking, depending on the speed and weight of the car,
and brings the car retarders into action. The operator has only to direct the
cars into the suitable part of the hump yard tracks by pressing a button.
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Subotin's installation permits trains to be rolled off the hump at the
usual rate even when visibility is poor.
Not long ago, the installation was tested on the mechanized hump yard of
the Chelyabinsk station. The tests gave good results.
NEW SYSTEM FOR SW.ITOH CENTRALIZATION -- Gudok, No 34, 19 Mar 50
A new step-relay (releyno-shagovyy) system of switch centralization has
been tested under operating conditions by the All-Union Scientific Research
Institute of Railroad Transport. The system has many remarkable advantages
over the relay-type centralization.
With the aid of the apparatus of the control board the station master
controls all switches and signals located in the territory of the station.
It takes only 15-20 seconds to assign a train a route. In comparison with
the relay type of centralization, the equipment for the new system is about
20-25 percent cheaper and saves many materials.
REPORT ON RAIL LAYING -- Gudok, No 25, 26 Feb 50
In 1949, more rails were allocated for track laying than at any time be-
fore the war. Heavy improved Type R-50 and R-43 rails are being laid. In
1949, three experimental types of rails were produced and laid in track for
operational tests. Designers have the task of increasing the durability
and resistance to wear of the rails without increasing the expenditure of
metal. A new type of rail fastening is also being produced.
Izvestiya Akademii Nauk SSSR, Otdeleniye Ekonomiki i prava, No 2, Mar 50
During the second and third Five-Year Plans, one third of the length
of the USSR railroad network was laid with heavy rails.
RADIO AIDS OPERATIONS -- Gudok, No 25, 26 Feb 50
Two-way radio communication has been installed in 268 marshalling,
freight and junction stations. The receiving and sending sets now operat-
ing in 1,176 locomotives permit savings of more than 8 million rubles per
year.
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