SOVIET RAILROAD OPERATIONS IN 1953, PROPOSED IMPROVEMENTS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00809A000700200039-5
• Release Decision: RIPPUB
• Original Classification: U
• Document Page Count: 21
• Document Creation Date: December 22, 2016
• Document Release Date: August 31, 2011
• Sequence Number: 39
• Publication Date: August 23, 1954
• Content Type: REPORT

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STAT
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SOVIET RAILRO.., OPERATIONS IN 1953. PROPOSED IMPROVEMENTS
[Comment: This report presents the full text of a speech delivered
4 May 1954 by B. P. Beshchev, Minister of Railways USSR, at the opening
of the All-Union Meeting of Workers of Railroad Transportation.]
Comrades! The Communist Party and the Soviet State have always paid and
still are paying a great deal of attention to the development of railroad trans-
portation and to the elevation of' its work. This has been expressed in numer-
ous party and state docwrents and in the utterances of the founder of the Soviet
State, Vladimir Il ich Lenin.
"The railroads," Vladimir I1'ich said, "are a kingpin, and one of the
manifestations of the very close contact between the cities and the villages,
between industry and agriculture, upon which socialism is founded. Railroads
are needed to contribute to this unity for planned activity in the interests
of the whole population."
Developin these pronouncements of Lenin, J. V. Stalin repeatedly pointed
out the significance of the work of railroad men and the need of creating in
the Soviet Union a first-class railroad transportation system uniting the great
regions of the country into one state whole.
Therefore, one of the most important tasks of the Communist Party in the
socialistic transition of the country is the constant development of railroad
transportation, thereby making possible the constant and powerful growth
of the productive forces of the Soviet State.
basicD technical reconstructionrof'plans,
the railroads `wasabrought about, ~trail-
road construction was unfolded, and numerous cadres of specialists, capable
of furthering the development of transportation, were trained.
As a result of the i4
the freight turnover of treatao
ilroads rgan` a inoldi "o,k of the party and the state,
by 6.3 times. At the present time that level has been surpassed lbyemore than
12 times. Now the (usk Railroad System has the same freight turnover as all
of the railroads of England, Belgium, and Holland taken together, and the
Tomsk System as much as the railroads of Japan and Turkey.
Soviet railroad transportation played an important role in fulfilling
the five-year plans for the development of the national economy, successfully
coped with tremendous and responsible tasks during World War II, and actively
participated in the restoration and full development of the economy of the
country in the postwar years.
The constant improvement of the prosperity and culture of the workers is
a foremost consideration of the Communist Party and the Soviet State. Resting
upon the great foundations of Soviet socialistic construction, and upon the
great successes achieved by our Leavy industry, the party and the state are
encouraging the battle for a sharp uplift in agriculture and for accelerated
development of the light industry and food industry to satisfy the demands of
the population for consumer goods in the next 2 to 3 years.
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,This great program was laid out in the decisions of the 5th session of the
Supreme Soviet of the IJOSFR, and of the September and Yeor?uary-March plenums of
the Central Committee of the Communist Party of the Soviet Union.
The tasks of railroad transportation in the contemporary period of Communist
construction were established in the decree of the Council of Ministers of the
USSR and the Central Committee of our _art:y on 6 October 1953, "Concerning the
Furthest Improve eat of the Work of Railroad Transportation. in the Hauling of
of Freight, especially ronsuner Goods."
Before passing on to a detailed inspection of these tasks, it is necessary
to consider the basic results of the work of the railroads in recent years.
The 1953 state haulicd plan was comp'.etad 101. percent for car.loadtng and
101.1 percent for ton-kilometer;. Cerloadings in !.953 exceeded those of 1952
by 'i' percent.
The diretlvec, of the 1)th Congress ~f the party provide for a growth in
fonreight that of 35-40 percent by 1955 In comparison with 1950.
one c3iders tat freight turnover in 1953 was 12.5 percent, and in 1954
will be not lean than 3) percent over the 19~') fiiurt
the five-year plan. for freight turnover will beco 1, then i4 is obvious that
the end of 19541. completed in4 It years [i.R. by
The first aiarter 1954 carlouding plan wad fulfilled 100.2 percent. From
October 1,953 ttuo?.rgh April 1954, ti railroads, in the course of exceeding the
plan, loaded more than 600,000 cars of consumer goods and raw materials for the
light industry and food industry toove the p1.,').
However, th,-se resuitc do no, give uc the right to slacken our efforts,
especially since the railroads have still not truly felt the additional load
which in the :(!a, future will .rise rrom the further elevation of socialistic
economy.
In freight ro;k, td.-,e railroads :till ore not ful.filling the hauling plan
for some rood.;.
',:n the first lc.. rten of l 5k, 16 railrcai s cter.. did not fulfill the
plan in tons and c_rs, in-lulling the Gor'kiy, North Caucarus, Volga, Krasnoyarsk,
and Soerdlovt:k s sf _n::;.
We have syet?'ms, dlvisi-ne, u:d stations which over it not r.et the haul in: ; laris for - ccc'in types of freight. For peiod of
e am le months S haven
Rai>sca3 S?~ vfreight. For example, the Stali ,stem, which serve, the greatest cetalliagical plants of the country,
did not fulfill nor a 10-ninth 1riot in 1,;53 the plan for hauling ore. The
Krasnoufir,cl, 0]vi:;iou, Kazan' Pailsoai ))'stein, one of o ue largest timber -loading
unt:y, did r.:t ful l
the e -io
' ad irk ;_an for
_ for even a
single rcuntlr of 1,)"J.
A sit:flariy r:e,;li,Ccr.t attituIr toward the fulfiJlment of the plan exists
regarding the loadin- of cnrsrm-er goods even at, stations of concentrated loading.
For example, Ode;aa-'_cvainaya ,tal.Ion in February flail d to load an equivalent
of 64 cars of various c.iaafactured products n? ?d fcsd,tui'f
freight runounts to 23 cc Jiou rubles. If the acting chief oftthecsyt of this stem chenko, had directed nit so r,uc;h his words but his actions to the developme
Sus-
nthof
freight lopl1nr', he certainly would have been able to find 64 boxcars on the
system capable of' haulin; this fr?'i ht.
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L
The responsibilit
of vaTheus types for the faihue to fulfill the plans for the hauling e
AdministrationeofoFreight hOperations danduthe Planning~oftHaulingl(chief,Main
Potapov), and the Main Traffic Administration (chief, Karpov), who have not
established the necessary strict discipline for the fulfillment of the plans
for the presentation of empty cars, and who tolerate consistent failures to
increase the car inventory of important loading systems.
The plan for the delivery of cars on the whole i^ 1953 was realized
only 89 percent, and in the first quarter of 1954 only 66 percent. Several
systems consistently fail to fulfill the plan for the delivery of empty cars.
Some of these are the Far Eastern System (chief, Sugak), the South Ural
System (chief, Kalabukhov), and the Ufa System chief, Koshlyak\. Such dis-
ruptions of state discipline cannot be tolerate4,
In accordance with the directives of the party and the state concerning
the creation of the needed conditions for fast haulin; of less-than-carload
consignments and other exprese freight, 627 stations have been opened for
the reception of ireight, and by the end of 1954 this figure will reach 1
stations. The rnunber of local d
0
Lstrnbutin cars has been doubled on the '3
ystems, the nuL:.ber of local trains has been increased, and more than 150 fast
trains have been put into
the haulin- r height ioperation. As a result of the accomplished measures,
in average appr less-than-carload consignments has grown on the
oximatnelyt30 of Percent
aid to the deg op:a_ v systems. This undoubtedly was a great
ht ,I-. turnover in the country.
However, the existing shortcomings in the organization of hauling less-
than-carload consignments and other express freight moot be noted. In spite
of the significant increase in the number of containers, the plan for con-
tainer hauling was not fulfilled either in 1953 or in the first quarter of
1954, and the turnaround of containers was below the norm.
While attempting to eliminate these serious shortcomings, a task
primarily ours, we must also increase our demands upon the shippers, upon
whom in large part depn-nds the qualitative fulfillment of the hauling plan
and the rational utilization of the rolling stock, i have in mind, first of
all, the steady __,sentation of freight for hauling in the course of a month
and in the course of 24 hours. The administrations of the systems and the
divisions must increase their rcle in the organization through closer co-
ordination between the railroads and the shippers, and by helping to improve
the work of the sidings, where four fifths of all freight operations are
carried on.
In accordance with the directives of the 19th Congress of the Communist
Party, the railroads must, in the Fifth Five-Year Plan, accelerate the car
turnaround time by not less than 18 percent abo~, 1950. During 3 years of
the current five-year plan, car turnaround time has been accelerated by 11.3
percent. However, the plan for car turnaround time was underfulfilled in
1953 by approximately one hour.
The plan for accelerating car turnaround time was fulfilled in 1953 by.
only half of the systems, and the Pechora, Kirov, Kuybyshev, Volga, Karaganda,
North Caucasus, and Ufa systems even slowed car turnaround time as compared
with 195?. The leaders of Lhese systems are paying little attention to im-
proving the utilization of cars.
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Car layover time has been reduced very slowly at loadint and unloading
stations. In 1953, ca.- layover time was reduced by only .7 hours and was
2.3 hours higher than in 1940. The layover of cars from the completion of
loading operations until the moment of dispatching amounts to 60 percent of
the over-all time at loading and unloading stations.
For the fulfillment of the plan for accelerating car turnaround time
It is necessary, by the end of the Fifth Five-year Plan, to reduce further
the car turnaround time no less than 6.7 percent so that we may not only
completely fulfill but also surpass the plan.
Another important phase of the F "th Five-Year Plan called for increas-
ing the average daily locomotive run by not less than 12 percent in comparison
with 1950. Three years of the Fifth Five-Year Plan have already elapsed and
the run has increased only 4 percent, whereas the Far East, Transbaykal,
Orenburg, and several other systems, are even below the plan for 1952.
The unsatisfactory planning of work in the administrations and divisions
of systems is one of the serious shortcomings interfering with the increase
of the average daily locomotive run. Because of this, at various times in
the terminals there are alternately surpluses and shortages of locomotives.
This is also a direct result of c rejard of the norms of the technical plan
and the traffic schedule of trains.
Insufficient contact in the operational work of adjoining systems and
divisions, and the absence of the needed control over them by various opera-
tional administrations of the ministry, have impaired operations. The
operational methods of the crews of the Nyandoma Division, Northern Railroad
System, and the Kuloy Division, Pechora System, who began competition for
exemplary work at junction points deserve the widest dissemination.
In order to i.nczease the average daily locomotive run, it is necessary
to reduce idleness and to increase the speed excluding stops.
The level of achievement in operational work is determined by the perfec-
tion and the observance of the traffic graph of trains. In 1950, the number
of trains which operated according to the graph amounted to 66.7 percent; in
1953, 84.9 percent of all. trains operated according to the graph. On the
Tomsk, Moscow-Kursk-Donbass, Far East, and a number of other systems, the
traffic graph is fulfilled 90 p:; cent and more. However, not all systems
have achieved such success, We till have a large number of leaders of
systems, divisions, terminals, and stations, who underes tmate the organi-
zational role of the traffic graph in the struggle for the most rational
utilization of the capacity of the railroads and the technical means of
transportation.
It must be pointed out that in the formulation of the graph there is
insufficient consideration of the txisting Possibilities for increasing the
speed including stops and speed excluding stops, for the reduction of ex-
tended train layovers, and for increasing train weight. In the 1954 traffic
graph, the weight norms have been substantially increased. However, the
train speeds have not been increased sufficiently. This means that serious
measures are required for a maximum increase in the speed excluding stops
and especially the speed including stops.
It is also necessary tr inspect critically the system of calculating
the fulfillment of the grap. _n order to prevent any loopholes for those
who like to gloss over the actual situation.
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The Proper maintenance of locomotives, cars, and track is a deciding factor
in the steady operation of the railroads.
Most of the locomotive and repair crews during recent years have brought
about an improvement in locomotive maintenance. At the same time there are a
number of unsatisfactory workers in systems and terminals. On the Omsk, Ufa,
Banda, Fast Siberia, South Ural, and several other systems, the number of
unfit locomotives far surpasses the norm. For example, at the Barabinsk
Terminal, Omsk Railroad System, unfit locomotives surpass the norm by almost
5 percent. Here, repair layovers are extended and locomotive,- neten stop for
repairs not prescribed in the plan. Analogous shortcomings exist at Dema,
Chelyabinsk, Slavyansk, and a number of other terminals.
locomotive layover; for washing and medium repairs often are double the
time ormscr'fr
the n fnr,nthe cn the and forional leg rear repairs, 2.5 times more than
%
them Andreyev where, over the i erienr_PS of the Kiev Terminal
repairs dr alwa years, the layover of locomotives undergoing
hac y? b? below the norm, has been poorly disseminated throughout
the railroad lwawsrx.
Ln 1y53 and the fi.r;a
have essl9 i,_d rt_ quarter of 1951, the car :services of the s
the requirement:;- for ksand
repair of freight and ever at V of rolling stock and
Ural.'sk, and a Passenger oars. However, at Vladimir, Yelenovk?, Tayshet,
nunbev c: *_he. termjnei the leader ore not the fulfillment of' the clan. Pro idin3 for
One of the existing shorty-oaiin6s in the work of ear men is the customary
uncoupling of loaded defective ears not only from transit trains but also from
trains locally loa:tsd. On the Karaganda Syettem, for example, almost half of
all the oars whir: are uncoupled are those loaded on that system, and 90 percent
of these are uncour:ied on the Karaganda Divlci.on, i. e., the division where
they were loaded.
Track rcrraie worn. to 195 permitted an increase in the speed of traffic
over several thoucatid kilometers of track. Accordin6 to a numerical marking
appraisal of the trade the condition has imr:roved. On the systems of the
Urals, Siberia, and the Far East, the 1953 track repair plan was completed.
However, several systems did not in :1953 make use of all. the Possibilities and,
while curTaIning the plan for tle iayirl., of new rails, did not fulfill the
plan for th.. capital and medium repair of track and the replacement of switches.
A great shortcoming in the work of the plain Administration of Track and
Structures and the road offices is a lag in the organization of current track
maintcnar,c.e. On the Uorthern, Krasnoyarsk, Kazan', and several other systems,
there is an intolerably high amount of rejects of rails and fishplates due to
fractures and other defects. Preck creepage still remains a problem in some
areas. This neglect in current track maintenance must be eliminated in the
shortest possible time_
In the decision of the Council of Mini stet's USSR and tiu Central Coumtittee
of the Coumuc'et Party dated o October 1953, it was stated that the increasing
amount of technical equipment and the accumulated experience of the railroads
permits the discontinuance of so-called seasonal work and permits year-round
operations.
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It must be pointed out that several systems drew th(. necessary conclusions
from these directives and in the 1953-1954 t
k was more rgular.
In particular, such systems as the Tomsk, Pechora,Kazan'7, Moscow-KurskeDonbass,
the Moscow-Ryazan', and several others, have made timely preparations for winter
and have confidently increased their hauling tempo during winter conditions.
However, during the second half of the 1953-1954 winter, operational work
declined because of negligence in a nw.iber of systems and main administrations
of the Ministry, the leaders of which failed to heed the warning in time and
did not prepare for winter operations. This showed up in the quality of ful-
fillment of the hauling plan for the first quarter of 1954. In particular,
the chief of the North Caucasus Svs?cm, Gartsuyev, the acting chief of the
Odessa-Kishinev System, Sushchenko, and the chiefs of the track offices of
these systems made e-- preparation, for winter and did not provide for necessary operation and management during the period of frost. The Mainthe
Administration of Track and Structures (chief, Podpalyy) and the Deputy
Minister of Railways, Gavrilov, supervising track management, did not provide
for the preparedness of track workers for winter work.
The Ufo., Sverdlovsk, Donets, Stalin, and Gor'kiy systems considerably
declined in the first quarter of 195) in the transfer of cars, which is a
seri.aus impediment to the work of th. ieL. The Main Traffic Administration
is slowly liquidating shortcomings in the distribution of the car park.
The locomotive offices of the Omsk, Ufa, and a number of other railroad
systems, did not provide during the winter for the constant work of the
locomotive park and permitted instances of undersupply of locomotives for
trains and violations of technical operating procedures. The KaragandL- and
South Ural systemo tolerated train delays due to faulty cars.
The shortcomings tolerated during the 1953-1954 winter must be analyzed
carefully and both the crews and the administrations of the systems must be
thoroughly preparec for uninterrupted work in the 1954-1955 winter.
Special attention must be paid to the work of locomotive management,
the proper working order of the locomotive park, the proper management of
stations, and the completion of the plan for capital construction, primarily
for the purpose of improving the capacity of the lines.
How do things stand in regard to passenger hauling? In 1953, the
passenger-hauling plan was completed 103.7 percent. But along with the
growth of the material and cultural welfare of'the Soviet people, the
demands upon the railroads both in regard to volume and quality of passenger
hauling have increased. The experi,,nce of workers at passenger station
buildings of Yar, Vladivostok, and elsewhere shows that even with the ex-
pendtture of small sums it is possible to improve the condition of station
rooms, platforms, and the area surrounding station buildings, and to improve
the cultural service to passengers.
We are continui.nc to receive from our industry all-metal cars which go
to make up through trains,exoress trains, and other passenger trains, and we
are increasing the length of electrified suburban sections. However, the
service afforded passengers still is not satisfying the growing demand.
In the directive of the Council of Ministers USSR concerning the maximum
improvement of passenger service, it was pointed out that the Ministry of Rail-
ways had not provided for the proper management of passenger hauling. This was
particularly directed at the Kuybyshev, Kazan', Ufa, South Utal and Ordzhoni-
kidze systems. .
STAT
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trains. As a resalt of 6raxiic schedule of passenger
poor educational work on the part of several economic
leaders and political departments, and because of a lack of sufficient control
on the part of the Main Passenger Administration (chief, Zaporozhtsev) and
passenger offices, the intolerable facts of disruption of discipline, a rude
attitude toward passengers, and poor condition of cars and station buildings
have still not been remedied on the systems.
The shortcomings must be eliminated as quickly as possible. We must
immediately put into action the huge reserves for improvement of passenger
service, increase in passenger train traffic speed, reduction of extended
layovers, and improved formulating of the schedule and control over its ful-
fillment.
Something special must be said of our,3.ndustrial enterprises.
We peceess hundreds of plants for the repair of rolling stock, for the
product~.on of machinery, equipment, and spare parts, and for the production
of construction materials, This is a great force, However, for some time
now this force has not, been completely utilized. The Main Administration of
Locomotive Repair and Car Repair Plants %chief, Paramonov) has not provided
for the fulfillment of the plan for such important items as the capital and
medium repair of locomotives, the medium repair of freight and passenger care,
and tie,, repair of ref:-igerator cars and wheel fairs.
The machine-budding plar.' successfully completed the 1953 plan. Never-
thel.esc, they hav=? many serious shor.t.r.nmines In the organization of labor and
the technology of production.
What are t.},. r'ooit.e in regard to eanitel construction?
In 1953, a r;?nider?_,l:le amount o money was invested in the railroads
which rude it pcs::iLl,t to strengthen t},e 1,1-anaportation equipment and to cope
with the growrnt!. _equire:amts for fre+_ght and passenger hauling. The general
volume of these inv,-si:uents surpassed the crewar mnnunts by 75.2 percent in
1953, and In cc:mlarlson with 1952 increased 1? percent., However, the plan for
constructn anti in='.=11ution work in 1953 was fulfilled only 93.8 Percent, and
the plan for putting capacities into operation was only 8c percent fulfilled.
The 1953 earl,; plan was crnaplet=l; fulfilled by only two construction
administrations ?chiefs, Kabanov and Mukhin) [11. Idukhin, chief of the Main
Administration fe:? Mechanization of Constru-tion Operational.
The ;*,rratest rag ;n 195? welt tolerated by the Main Administration for
Railroad L'cnstre t1 ii 'chlef. Smo: pool 0,0), which fulfilled the yearly plan
by 39 Percent, and b?; th,= Alinictra;ion of Railroad Construction-Erection
Offices and Trusts ?.chief, Sloskov), which fulfilled the plan by 83 percent.
11t 1953, .n,-arty halt' n1' alt consi;ruct on organizations did not complete
the yearly p1 an
MonL of the transportation construction organizations, even at the
present Lime; have not eliminated shortccmiags in their work. The plan for
the first quarter of 7951 was fulfilled by only 91.8 percent.
A basic shortcoming in the work of transportation construction organi-
zations is the uneatisfactory.introduction of industrial methods.
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One of the moot Important tars. of cor-atrur.tion organizations
introductiort of eavar c,9 m
the wi d
th
'
,
e
nlz. r-?i
organizing labor, ha= been developed by e
excavators Dr1 W nE:r; rmt;oa Bairhmanin, and by er er tors Konhchc-lev and Khala,
k?, L-meoin, Vod ?tnik, and Babynin, and other innovators.
Our '`x',eri'?nce hap chown that in all the branches of t-ansportation there
are greatloter:In1
and 'rec:e:r,s; mak'ni possiblc a significant _ ty of hauling to moo, f,,Illy .rd
national economy.,, b increase in the volume
etter satiefv the growing needs of the
(...neat [.,,tC-::T ie:-. f : I? t 1-: -
work ; rc?r=_y. r.+., of th,. or g
ae ;n the
of operational
b:."? g
on many rai_roar ar, titzr.d L s ior. of pry er_t line cthe freight more -.har, ,_rf;.t~,rt??-nr~ - U' percent, e.e.. though the freight is
ar_ne? b~?a - .. - r. ry p r toaeTou ug. Su:h a situation
the ie of !n.,. of tn, tab:. D 9 traff__ chid le regard'ng primar'ly
In. 1,
2f a t,. a. c.?_ c the fa;t that a oc_ of
P't:
+
only onl
mar a ret; _?3u:. 5 th< n a; yone
h?,:. F t: of the line 2-4'
t?r.?:. t.mF.
thF a + v,t o I o! t -` =he- Foter.l f~l i-s created throe
Bh
imps srt m.; ? ;. y -, ain tE-- rs.
rhi e Is very
Inn- Fr`- .1m s ,?; : , .,, t ";, c r ' jt; However at the
_
O-orb t: r . .. t, of the Ufa. ,
io'_ga, OWsk, South Ural,
oc? K - r. v, a?n a rt:mte_
5 r ^m e r. of other systems.
whuc tt..?: traff
i _g,~r:, k,:t
there e are those from a --1
move-norm-
Pezh a c.r tho f _ t
`"s oa_m .~i o e r Orel, a
i'o~ t ava
Prop ,' a r- Agrvz. Ore-, and
nd others.
Blazrsr_n_r a _n r- r, -
an :nZr
K van:?? r=?aa Sa_onov. Grachev
mot,;
t?:, c_L- r a r. w in tr." _ l.Il:otion of the
and ha:.. In rsc? basic
ice proven that
nds.2 ,: r v a - Oou 'lh Main Locomotive
Stfn r Ma:n r z Ma: n P:.I . ration of Track and
&dmn .rat!cn ar: ob,._gat_-d to promote uy
traff i r:: r. dfS
train
.rt?
max. _. ,ate^- -._ r _ ,_.. _.,., 'r. ~ ........,. _?.' - ;t .. arm!. . -:g fa- -,,or for the
ice ac?._ ,. -
-.h tl & iLK?iu L r i- ^ ?f, tr' Di.,t imL''vI't ar_t ?eTYC? This
fir? of r B` r-r- a ?:e 'rF cr oar turnaround time,
Many ' a - fi ' : - it r u 7 u i, i and freight stations.
autamar h r ". n E tr emir mocarn technology,
mot'v, a ? e = t -f t aka;r.g r LIFpIQn'. Switching loco-
F:of ad er.cn__ cr. ncwe,'r, star, tuber of classifica-
tion tat_oc the
floa.tion hump ant the product.ivity of the c'assi
r?to':rab--y low If on compares tte re=I't' of the wort
of the hung yards at Chelyabinsk an. Nithnedneprovsk-?Uzel stations in
the third quarter of 1?53 r t deliberately chose this period in older
That
ha z? not L n. war:r,,r
W;.-6 r -,a b ,-:k t r-,I, a 24- _of antavera,
of 95; w ;ry our pcr do: an average
c .. _ r than at Ni:.hn _ 1n .rrcv_k. Tile
time a;. the h' ,ni '' _ Frcduc:-,= labor
~l or,ar. ^a ~zp and forming trai::~'. at.
h1ur- m.,, ! than n z.n=creprorsk was
The:-0 arc i j Y ?;ar fcr -a h hum- yard
Ocemotn,
N_ohncdn?prov;k th :e ar- 2,1-2 rare for a-hil
ocomotve at Sucvariance yvarianc while at
work it-dexes of the omo tive. Sue
works of xesiofbin-;: ,, -t-.-:nn= ar sH; from the fast that at the classification the
attert-.on 1 n siperation
prover progro-?a!-- mete, v to teanditht, methods of ootation
utilized fo_ the pr?c ar,. not on adias5 and th,. +,-lr? of
s,i_ccl-st,'_or of ?-ias.n-f_fa ~r ~~~^ n n
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m-':.}:ani::e d hams rd and at all
itfitlrr_?, as 7.t +_ _n N hn^..cr.~rravsk; z;.: r; -
sv? at_ in c1ass4fi-
cation capabil't'S9 to 21- ^=. .?:_^-
Y,ct yari and a sharp redactor. in the
layover of :ar= ar'vina for
r,i~esif_cat~~r. .
Cor.^er, !rg 11:- ,:oaev- r.r?j r ;erv:, at ..^ia=: ifinatdca otatton_, ertain
name:hanired :rerd= cave 1. r rro?-iuctiv'~- : thin the mef:hanlced ..
A r?.as`- t r^f r t -a? )f - h h,.th~urdc.
h a rw. - . N!:.:or--Rvasan' Railroad Sy tem 'r},er r Nr_d a. ab-~D.`-v .rltolerable.
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:.p: i root ! - ,'d- in 14;~.?es
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The utilization o, the reaerve, of the railroad,
for stcofethei cart
turns round time ha. a Er_ atlonai sigtelficar;ca. 3: cost of the freight
mass chloh is lc ated on the rol*_i nE is
entrusted to us ,? stook of the railroads, and which is
the railroad :rorkers, is valued approximately at 26 billion
rubles. Cotse?i~:.ently, tht cree;?~p of the d=livery of freight tion, if only by 1 per-art, mek-e it, rossible to release a freight reighght its se_a_ing
ng
a material value of not ? t 5 mews having
har_ 25G million :,rb.es.
Dur'r_g the :amr 2 ?rr-ar_r, -=1Eht in =-r.e: ral tar '
faster g d_n. to reanh the consignee
. bat a _ao mac- at of the late ' not deliv~r=. on time. Half of all
r cr the e ra:_r_ad e.yet~tm of Sverdlovsk, Volga,
South ':-a- t fa, *. b . h-.?7 l }
deli ry E. and hn sr.', vF LhFle v, the timely
iah and :r 9 r
if c ?~_ r - *+9t on are stl_ the most important,
m?_ , b'- ^i;. ?'td_: fore, all .eesrees
1 Lp r5?-} ga' t-on o f p : ba e n steps, for
for hr r:=r E o s_ }r n esca ri g *.hrcr7E ?-rotate hauling,
at.or. act for P_:mit.at` _or, of late
of x~t _ sl wealth in
th
the car ty 7 .:.,
ai .,, ac
abi: ..
on era ''-~ the. lt: .dat:on of irrational
a a" a :1 e o c sd r .d by the party and
f r-. t._@ coa;, , .roleum cre. and
and ir?:rs' _ c _ '. ?:a:s per 24 hour period,
r
mar-ely - r_... t rc' ear ;cne_ -rcr.::?v by _pproxi..
era = i. M. Ks crh'r ,F:-?.i: at -',- or of the Supreme iSoviet
V. tr or Rs:;~a to r ffi=lent activity
in he an. - a c
the r sr
. _tat:7l:.? We mu't draw
t}. 7 a r; ra` ... J . r.'t - -'. an on of the layout of
t.hr+
.... th- mi_ -ltminated from
Dot t A_- for of i is r%. r or : c r
t a . r :cc-ale reductien
regi of Of thp err- F y nory of _eparate
aht r: -_ h '::ti..,tion of `h- most im?.
portal br s a a ar, t a baseand to present
befo the act p .a a_,t State, Piana_ o problems
ing `7 . -.'m . . t F Piing ^mmittee) cor_cern-.
rs_ .. .._..g
mo:orT,..,. tf rr.r =iat.on-Y.-p tetwven railroad, water, and
p mrrov`- B h- work of a trl:=_s of transpor-
tation. We m t a :lu i :ro? th- "
t gym which was directed at the
railroad wo:.__ ,:Jcrr a rn--r:r.. of ca.
-hers of wat?cr tzar.=portation and, in the
coming ?avigatlon pc: i - - trst t rovi.i ? an eSpan= ice of : ombtced rail--water
shipments-
.'- r.ta. of :r. ~to.:it a: port= conFfd=
freight to be *._a::.?:_ _ - ring the
as If it locatsdon the tzacr=?
One method ::o. c? cr,
. s..h' for and th- ~, - , `' O1' 'mF'r~?v:ng the work of the rail-
that of :r.:-_a;:ng the atat:o load ter ear. it has
been eetab;::;i,cn~b:-wa -to ea that a_,mcst escry tenth Car is underlcaded by
conrdgnor by an av rage-. of = 112 ton=, Neve the
cars by only 1 her-a ' la rt haul , by ih:: very the load of
stock ` 10 t _ou_c he poe_ible to haul with t the. very
-same rolling
o:-' than l~ ,t~l_:or. >ad7 t:oca'_ tort= of fze_ght..and to redu:e operating
A tpend't? r=_- of t ?.? rail c?_!-- n-, mil _:nn.
hies r:, y,=;r. And the freight
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owners will save lie the rec}uct.ion of the tariff, due to ?ore com a
not less than bt11 pact loading,
?5 ion rubles. 7ir2refcre, evorything possible is done to
sanction arc' pcptilarice t;ie achievements of progressive weighers, and of
masters of sOcpant leading Lobanov, Kladov,h
By Korotkov, and many others.
y improving the o.tili::ation of' the carrying capacity of the rolling stock,
they have unrmreTa,i r,a1?,ting roser;rs allowing a fuller exploitation of line
.
It mutt to note..: that in a numter of railrad oyetems and. main adminis-
trat.ionc of the :-piss,.:;{ the ;mrortant potential of reducing empty car runs is
being underostimat.-d? Can it to cons:dared normal that out of every 10 cars
in cireoi!itiOn there are 3-
4 empties. For ii years now the percentage of this
type of ern nas rev:aire3 ,;pproxtwat?Ly the ssms. The chief of the Main Adminis-
tration of rreight Oserat;ons and Nanning of Hauling, Potapov, and the chef
the. Mai. Traff', k?i:eir.itrat._; Yar} ?ov? of
, have still not taken active measures
for the pad:., t;on or es:.a`.? ns.
P,eFC.',dir,g lot!;a..t.ve __on-o
_ ~ :tr:: : of en . ?.`.''ti:.;, por,e;:t_a1 is the accelerated
C'..i