HUNGARIAN STATE RR PLANS FOR REDUCTION IN CONSUMPTION OF COAL, ELECTRIC POWER

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000700060294-8
• Release Decision: RIPPUB
• Original Classification: R
• Document Page Count: 7
• Document Creation Date: December 22, 2016
• Document Release Date: October 5, 2011
• Sequence Number: 294
• Publication Date: May 23, 1952
• Content Type: REPORT

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CENTRAL SINT IGEN E AGENCY
INFORMATION FROM
FOREIGN DOCUMENTS OR RADIO BROADCASTS
COUNTRY Hung.
SUBJECT Transportation .- Rail
HOW
PUBLISHED Monthly periodical
WHERE
PUBLISHED Budapest
DATE
PUBLISHED Sep 1951
V
LANGUAGE Hungarian
Sozlekedestudomagyi Szemle.
REPORT
CD NO.
DATE OF
DATE DIST. & May 1952
NO. OF PAGES 7
SUPPLEMENT TO
REPORT NO.
EUNGARIAA SATE FR PLAAS FOR REDUCTICH
GONSUZdPTI F C POWER
LFiguree referred to are appended]
In compliance with a decree of the Council of Ministers on coal cbnaerva_
tion, the Hungarian State Railroads have estimated, for 1951, the consumption
of 10.55 kilograms of standard-type coal per ton-kilometer, instead of the
11.04 kilograms of coal used in 1950, with a resultant saving of 4.5 percent.
This plan also envisions E. saving of 8 pereent by the railroad's repair shops.
The recent power conservation decree of the Council of Ministers has
specified a 2,1 percent saving in coal, and a 2.1 percent saving in electric
power by the State Railroads, taking the plan figures for 1951 as a basis. In
addition, the decree included provisions in the following important fields:
1. Organizational development of power conservation and utilization of.
water power
2. Inauguration of power nc.rms and re
power consumption by 42 enterprises, including the the State aRailroads
3. Enforcement of quotes for maximum savings
4. Improvement of performance
5. Coordination of motors and machinery
6. Elimination of machine stoppage and waste of power by adequate mainte-
nance
7. Continuous supervision of power production and consumption in shops
STATE
ARMY
CLASSIFICATION
NAW NSRB
LVQ AIR FBI
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8, Extension of innovation movements to power conservation
9. Training of cadres to deal with questions of power conservation
10. Dissemination of principles of power economy
11. Introduction of bonus system for the workers
12. Preparation of a Ten-Year Plan in power economy,
In accordance with the recently modified quotas, coal consumption of steam
engines will have to be further reduced from the previous 10.55 to 10.29 kilo-
grams per ton-kilometer, while the previous 3.15 kilowatt-hours consumption of
electric engines per ton-kilometer is to be reduced to 3.08 kilowatt-hours in
1951. As a whole, coal consumption is to be reduced by 2.5 percent and electric
power consumption by 2.1 percent as against the 1951 plans. It is evident that
extremely great efforts are needed by the State Railroads to meet the conserva-
tion requirements. To achieve this goa-, the following measures have been in-
troduced for the reduction of coal consw _tion of locomotives,
1. Increase the average load of freight cars as well as decrease auxiliary
operations, such as shunting and time of keeping locomotives under steam
2. Develop the 2,000-ton, 500 kilometers, and other innovation movements
3. Blend carefully different types of coal
4. Reduce storage losses
5. Improve mechanical condition of locomotives
6. Utilize economically locomotive engineers and firemen
7.urove the condition of railroad cars and dispatch trains properly.
A bonus system for locomotive personnel and other employees was introduced
On 1 March 1951, To increase cleanliness of locomotives and consequently the
time between boikk_ washings, a blowing device A lowoff valve] was installed
on most locomotives. Installation of the Fono-type three-sectional movable
grates on certain locomotives was begun. These grates facilitate the tending
and reduce the cooling of the firebox and thus conserve coal. Installation of
another new device, the driving cod air valve /aij, which was also designed
to save coal, is also under way. Insulation of boilers, pipes, cylinders, and
driving rod chambers Zs-ic7with waste cotton was begun. This resulted in a
50-percent reduction in heat losses due to radiation and thus ensuring an annual
saving of 40-50 tons of coal per locomotive.
To reduce the coal consumption of stationary boilers, the following oper-
ational procedures were re-examined: (1) storage of coal, (2) draft and solidity
of boilers, (3) fire doors, (4) insulation of boilers and pipes, (5) cleanliness
of, boilers, (6) solidity of steam pipes, (7) hardness of tender water, (8) tem-
perature of e,.haust fumes, and (9) utilization of heated condensed water, of ex-
haust steam, and cooling water of the air compressor.
A guide was published containing instruction for proper stoking, proper
handling of boilers, and adequate organisation: of coal storage.
Brigades famil-
guidei'.h stoking procedures were created to supervise the tasks outlined in the
Coal consumption norms will be established relative to stationary boilers,
water heaters, and forges. The quantity of coal necessary for the heating of
public agencies was reduced by economical measures, by supervision of the
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beating system, and by the elimination of deficiencies. Establishment of new,
stricter norms for the next season is under way. Conservation regulations are
enforced by coal economy supervisors.
To reduce paver consumption of electric locomotives, the new regulations
provide for turning off the phase-switches of locomotives when operations cease
for more than 30 minutes. Locomotive' engineers were instructed to accelerate
trains with heavy loads as fast as possible. If the temperature or the care
is satisfactory, the heating apparatus of the train should be shut off 15-30
minutes before the train reaches its final destination.
Elimination of motors, whose nominal performance is greater than required,
was begun in cases where the performance potential of the motor was at least
20 percent above actual performance. Replacement of overburdened electric wir-
ing is under way. Measuring excess-voltage conductors as well as grounding
resistance of electric installations was also introduced. Large-scale propa-
ganda was begun to direct the attention of innovators to the problems of power
conservation. Initial successes in this field are attributed largely to the
activities of innovators.
The following is an analysis of savings achieved in coal and electric power
consumption:
Coal Conservation
The following table shows coal consumption data for the first 5 months of
1950 and 1951, respectively.
Coal Consumption Data (in kg per ton-km)
Jan
Feb
Mar
Apr,
original quotas, 1951
M
dif
13.35
12.74
11.13
10.04
9.34
o
ied quotas, 1951
A
t
l
13,02
12.43
10.85
9.79
9.11
c
ua
consumption, 1951
Actual co
t
12.82
11,97
11,61
10.57
10.53
nsump
ion, 1950
13.08
13.61
11.09
10.13
9.91
The actual consumption figures for 1950 and 1951 compare favorably with
those of the 1930's and 1940's however, there is only a slight improvement.
Due to the fact that since the last war a great number of locomotives capable
of better performance hav.' been used, the rate of improvement cannot be ac.
cepted as satisfactory.
The table reveals that there is some saving in coal for the months of Jan-
uary and February as compared 'co the original quotas, but data for March, April,
and May show an increase in consumption. Reduction in consumption for.January
and February may be attributed to the mild weather, therefore it is obvious that
the Hungarian State Railroads have not reached the savings specified in the
plans. Attention is also called to the fact that, apart from the first 2 months
of 1951, the actual coal consumption for ?larch, April, and May was higher than
in the corresponding months of 1950.
These unfavorable results cannot be overlooked, and, after a thorough
analysis, ought to be eliminated. It should be noted that instead of the orig-
inal quotas; data for the corresponding months of the previous year were taken
as a basis for comparison in regard to actual consumption.
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Actual coal consumption is influenced by the weather. In 7anuary and Feb-
ruary 1951, the mean temperature was substantially higher than in the corre-
sponding months of 1950:
1950 Deg Centigrade 1951 fl
ag Centigrade
Jan - 0.4 an
F
b
+2.1
e
- 0.9 Feb
+ 4.3
Mar 7.0 Mar
A
6. o
pr 12. J. Apr
M
11.1
aY 17.6 May
15.7
On the basis of computation of data for several years, lower temperature
resulted In 0.22 kilograms more consumption in March and 0.20 kilograms more in
April. The average train load transported by steam locomotives was 0,8 percent
higher in March 1951 than in March 1950, while the average train load in April
1951 exceeded the April 1950 load by 10 percent.
The broken line in Figure 1 shows the curve of coal consumption per ton.?
kilometer for 100 tons of mixed freight on a 2 percent grade. At present, the
average load of all trains Is between 50 and 75 percent of normal, being closer
to 50 than 75 percent, According to Figure 1, the small fluctuation of the
mean train load bets en such limits would hardly cause any change in actual coal
cons=ption. However, pis condition changes when actual technical operations
are-aonaldered, Long continuous grades are rare in Hungary, and inclines usually
alternate with declines and level stretches, In regard to the speed of freight
trains, pulling or tae :ars Involves no increase in coal uuis umption on 2.5-3
percent declines. On declines greater than those mentioned above, the freight
care push the locomotive; therefore, even an increase in freight results in
the reduction of actual coal con-umption. In addition, the volume of coal used
for starting a locomotive is independent of the train load. Considering the
foregoing factors, the solid line of Fig re 1 signifies the artual coal consump-
tion of locomoti'-es, while the consumption of shunting locomotives is indicated
by the broken and dotted line..
According tc, available statistics, the Actual average coal consumption of
passenger trains is 40 percent more than that for freight trains, In March
1951, the share of passenger steam locomotives in the combined steam ton-kilo-
meter performance was 3.i percent more than in the corresponding month of 1950,
while In April it decreased by 0.1 percent. Thus, the actual coal consumption
in March increased by 0.14 kilogram; while in April It decreased by a negligible
quantity. The share of the per-kilometer auxiliary operations such as shunting,
empty and half'o.apecity load runs, etc.) in the combined tor-kilometer perform-
ance was 1.2 percent higher in March 1951 and 1 percent higher in April 1951,
while shunting operations per hour had in March 5 percent less and in April 6.6
percent less combined ton-kilometer performance than in the corresponding months
of 1950.
In March, a 5 percent increase in shunting operations per hour caused an
0.8 percent increase In actual coal consumption, while a 6.2 percent decrease
in other auxiliary operations led to a 0.4 percent reduction in consumption.
In the final analysis, the actual coal consumption was increased in Match by
0.04, and in April by 0.05 kilogram due to auxiliary operations.
As a result of the increase in the speed of the freight trains to 40 kilo-
meters par ho?,u, the *et- ml coal consumption has risen In comparision with the
consumption in 1950. Installation of air brakes on freight cars has also con-
tributed to the higher consumption in 1951. These two factors brought about a
1.5 percent increase in coal consumptioh, that is, 0.17 kilograms in May and
0.15 kilograms in April.
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The following table summarizes the foregoing analysis:
Amount of Increase in Coal Consumption
Mar 51
(k
Due to change in average temperature
0.22
0.20
Due to change in volume of
passenger traffic
0.14
Due to auxiliary operations
0.04
0.05
Due to increase in base speed and to
extension of air brakes to freight trains
0.17
0.15
While locomotives account for 95 percent of the total coal consumption, the
share of the vorkshops'of the State Railroads was 3.5 percent. At the end of
January 19$1, coal allotment for all workshop operations was reduced by 9 percent.
Modification of the plans was necessitated by higher productivity of the shops
and by introduction of two and three shifts. By the end of April, these shops
have reached a 8.75 percent reduction in coil consumption as against the 8 per-
cent specified in the plans. At presept, data on savings of coal in other fields
are not available due to the lack of reliable central statistical figures.
Electric Power Consumption
Breakdown of the electric power consumption of the Hungarian State Railroads
is as follows: traction 70 percent, power transmission 18 percent, lighting 12
percent.
The following table contains data on actual power consumption expressed in
kilowatt-hours per 100 combined ton-kilometers for electrical traction:
Original 1951 plan quotas
Figures reduced by a
saving of 2.1 percent
3.39
3.29
3.24
3.14
3.01
Actual consumption in 1951
3.67
3.46
3.50
3.25
3.16
Actual consumption in 1950
3.14
3.28
3.10
3.06
3.20
As nuy be seen from the table, the actual consumption figures for 1951 are,
on the average, over 6 percent higher than the plan figures, reduc, - by a saving
of 2.1 percent, &ad, except for May, they are over 8 percent higher than the
actual consumption figures for 1950. These unfavorable actual consumption re-
sults were due to two factors. First, the average load of electric locomotives
was reduced by 8.5 percent as 'compared to 1950, despite the fact that at the
same time the average load of electrically pulled freight trains was increased
by.approximate]y 3 percent. The other factor is that the ratio of passenger
train performance in 1951 was increased from the preceding year's ratio of 30
percent to 38 percent, and the actual power consumption increased due to the
greater speed and smaller load of the passenger trains. This latter factor was
not taken into account by the planners and consequently'the planned consumption
figures could not be realized.
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The electric locomotives account for 70 percent of the electric paver
eonsumpti.u of the State Railroads, while the approximately 20 percent consump-
tion of the repair shops should be considered rather high. Central statistical
data for the remaining 10-12 percent are unavailable.
Plans for Reduction in Coal and Electric Paver Consumption
The foregoing tables and analysis prove that the Hungarian State Railroads
were unable to attar, the desired savings in coal and electric power consumption
during the first 5 mo,.chs of 1951. This fact necessitates the exploration of
possibilities leading to reduction In consumption, The biggest feasible saving
is in the coal consumption of locomotives; therefore, attention should be fo-
cused on them. Several months ago a work committee was created to study problems
in connection with the reduction in coal consumption. The committee has not yet
completed its task, but it is possible to reveal some of its Important findinpe.
In the next few months and years, greatest results might undoubtedly be
expected in connection with individual and collective saving. Therefore, the
different railroad movements, based on Soviet experience, such as "For the
profitableness of each trip," the "2,000-tons, 500 kilometers movement," the
From washing to washing movement," and the "Green trip movement" are of great
significance.
The 2,000-tone movement can be made even more profitable by increasing the
volume of tr:asported, goods rather than the number of freight trains. In this
respect, the traffic commercial services of the railroad could produce better
results than locomotive engineers and firemen. Importance of the 500-kilometers
mbovement manifests itself in the reduction of the time during which locomotives
are kept under steam, since 10 percent of the coal used to keep locomotives under
steam is lost through radiation. Coal thus wasted amounts to 220,000 tons per
year.
To extend the time between boiler washings is an important new movement for
the improvement of the condition of locomotive boilers. However, the results
are not yet gratifying. Introduction of the above-norm trains should result in
the reduction of coal and power consumption; however, contrary to expectations,
the combined ton-kilometer performance per shunting hour was 5. percent less this
year then in 1950. This decrease indicates that shunting operations are badly
organized and the railroad stations use too many shunting locomotives. Since
17 percent of the total coal consumption of locomotives is. used by shunting loco-
motives, reorganization of shunting operations is imperative. The shunting loco-
motives use 350,000 tone of coal annually, and a 10 percent saving -- 35,000 tune
annually -- could be accomplished without any difficultiec.
The green-trip movement is designed to reduce the umber of freight train
stops. Since stopping and starting of a freight train with an average load
traveling at 40 kilometers per hour require 50 kilograms of coal, a reduction in
stops would result in a substantial saving.
Reduction of empty freight car runs and better utilization of load capacity
would also lead to saving per 100 combined ton-kilometers. Continuous progress
was achieved in coal and electric power consimmption per freight ton-kilometer,
and even more gratifying improvement was accomplished in passenger-kilomet-,; per-
formance. While in March 1950, 0,188 kilogram of standard type coal was use?,
per ton-kilometer, in March 1951, consumption was reduced to 0.173 kilogram.
The recent 'installation of air brakes on freight trains has had an important
effect on consumption. Faulty brakes may cause an increase in coal consumpt..a
of 15,000 tons annually. This amount of coal costs 3 million forints, equivalent
to the annual pay of 250 brake mechanics. If a brake mechanic were able to re-
pair the'brake equipment of only one freight car per day, 25C mechanics could
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repair the brakes of all freight care in 4 months. In other words, part-time
employment of 250 brake mechanics would result in the saving of 10,000 tons of
coal, equivalent.to 2 million forints, a year. (According to this calculation,
Hungary has 25,000 freight care, the State Railroads are paying 200 forints per
ton of coal, and a brake mechanic earns 1,000 forints pea month.
Little attention is being paid to the removal of soot from the heat:.con-
ducting s'irfaces of the fireboxes, although it would impr7ve the efficiency of
the boilers. Measurement- taken in 1950 showed that the degree of efficiency
of locomotive boilers in nardly 50 percent. This unfavorable degree of effi-
ciency justifies, after 10 years of neglect, resumption of the study of coal-
dust fired locomotives, which, according to Soviet experiments, have the follow-
ing advantages: very high degree of boiler efficiency, greater boiler load with
low-calorie coal, larger periods between firebox cleanings, reduction of time to
get up steam,, adequate regulation of the firing process, etc.
Figure 2 shows the changes in boiler efficiency of the Soviet FD series
locomotives, coal-dust fired and grate fired, using "G" type coal. The graph
reveals that, in case of coal-dust firing, the boiler efficiency is extremely
good, 77.5-79 percent, and is almost always independent of the boiler load.
The coal-dust-fired locomotive exhib:*.ed at the 1951 Dresden Fair indicates
that the question of coal-dust firing is in the forefront in the German Demo-
cratic Republic.
To increase the efficiency of the engine crews, is would be advisable to
install various instruments on the locomotives, such as pyrometers and vacuum
gauges. A number of pyrometers, measuring degrees of superheat, were destroyed
during the car, and the remaining instruments were dismantled with the excuse
that they were not reliable. This attitude cannot be condoned. Pyrometers kept
in proper condition accurately-indicate degrees of superheat and are a valuable
aid to locomotive engineers. The vacuum gauges help loereotive engineers and
firemen attain proper air pressurre, factor contributing to the boiler effi-
ciency.
[ppended figu^es follow
2s .ra 76 fee
Pe"en"-q- of ovawye ti in /aed
Figure 1. ~~~~
Kilo-
---Coal ConsummtioToaerMixed
meter, for 0000
Freight, on a 2-Percent Grade
Actual Coal Consumption
-'- Consumption of Shunting
Locomotives
Z
a,,/e.40/nod 60 80
Figure 2. Relation of Boiler Efficiency
to Boiler Load
- Coal-Dust Fired
-- Grate Fired
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